Aerodynamic lift system and method adopting air conduit and lift body

Abstract

Aerodynamic lift systems and methods employing one or more air conduits and one or more lift bodies. The conduit may have a corner from an inlet to an outlet. The conduit may have a varying cross-sectional area, for example, gradually increasing from an inlet to an outlet. The lifting body may be airfoil-shaped. A propulsion unit, such as an electric motor and a rotating blade, moves air through the conduit and to the lifting body. Air flow near and / or flowing through the lifting body generates aerodynamic lift. Downward airflow may provide lift. The total lift may be used to move the movable part. The aerodynamic lift system may be used in a variety of applications, including aircraft and industrial systems. The aircraft may include a lifting body, or a plurality of lifting body sections that define an annular shape, such as a circle or polygon.

Description

[0001] Cross-references to related applications This application is an international application and claims priority to the following applications: U.S. Provisional Application No. 63 / 512834, filed July 10, 2023, entitled "FLYING VEHICLE WITH ANNULAR WING AND DISTRIBUTED AIR DUCTS"; U.S. Provisional Application No. 63 / 581086, filed September 7, 2023, entitled "FLYING VEHICLE WITH ANNULAR WING AND DISTRIBUTED AIR DUCTS"; and U.S. Provisional Application No. 63 / 587605, filed October 3, 2023, entitled "AEROLIFT MACHINES". Technical Field

[0002] This disclosure generally relates to systems for generating force and motion, and more specifically to systems and methods for a variety of machines and aircraft that incorporate aerodynamics to generate lift and motion by causing airflow through a propulsion unit, inclined ducts, and a lifting body. Examples of such "aerolift" systems in the context of aircraft and industrial lift systems are described, lift systems and methods are described more generally, and examples of vertical takeoff and landing (VTOL) aircraft capable of employing such lift systems are described, the aircraft having one or more wings surrounding a central portion and one or more distributed air ducts. Background Technology

[0003] Since the Industrial Revolution, machines have both replaced and supplemented human labor, greatly increasing human workload and productivity. Power is used to enable machines to perform useful work. Existing machines utilize generators, chemical combustion, or fluid pressure and hydraulic systems to provide power to generate force and motion. These machines are not only costly and complex to manufacture and operate, but also have limitations in efficiency. Greater power efficiency is urgently desired in order to reduce costs, improve ease of use, and enhance reliability.

[0004] Such improvements to existing power solutions will enhance many applications that require this type of power. For example, elevator systems, construction vehicles, aerial cranes, electric vertical takeoff and landing (eVTOL) vehicles, helicopters, hovering aircraft, hovering drones, ski lifts, electric drills, other flying machines, weather drones, and other applications will benefit from improved lifting power methods.

[0005] For example, aircraft are used for transportation, aerial photography, surveillance, parcel delivery, and military operations. Conventional aircraft (such as aircraft and equipment) consist of a central longitudinal fuselage with two laterally extending wings. These wings have airfoil shapes (e.g., a curved top and a flat bottom) to generate lift. When air flows over the leading edge of the airfoil or wing and over the curved upper surface of the wing, its velocity increases, creating a low-pressure area at the upper surface. Simultaneously, the air flowing over the relatively flat lower surface of the wing has a lower velocity than the air flowing over the upper surface, thus creating a relatively high-pressure area at the lower surface. This pressure difference results in lift, which allows the aircraft to overcome gravity and remain airborne. Such aircraft cannot take off and land vertically, which limits their possible takeoff and landing locations.

[0006] Conventional unmanned aerial vehicles (UAVs) or "drones," as well as rotorcraft (such as helicopters), utilize rotors or propellers mounted on top of the vehicle to expel air downwards, providing lift. The rotors generate upward thrust, which counteracts gravity and keeps the vehicle airborne. Such vehicles can take off and land vertically, but they require significant power to generate the necessary lift. Therefore, these vehicles are limited in range, have short refueling intervals, and limited payload capacity. Thus, there is a need to overcome these and other drawbacks of existing solutions to generate lifting power for aircraft and other applications. Summary of the Invention

[0007] This disclosure presents embodiments of various "pneumatic lift" systems for generating power, which utilize aerodynamic lift and may include one or more lifting bodies and one or more ducts. A propulsion unit may be mounted to a rotor attached to the inlet of the duct to draw in air. The rotor may have multiple propeller blades configured to rotate and drive ambient air to the inlet of the duct. The velocity of the driven air may increase as it moves from the inlet to the outlet of the duct. Lift is provided by the downward flow of air through and out of the duct. The duct may have an angle from inlet to outlet, for example, 20 to 45 degrees. The internal cross-sectional area of ​​the duct may be larger at the outlet than at the inlet. The cross-sectional area may increase from inlet to outlet, or in a portion of the duct passage region between the inlet and outlet, for example, continuously. Lifting bodies may provide additional lift. Lifting bodies may be mounted in or outside the outlet of the duct, wherein the rotor-driven airflow may flow around or against the lifting body. Multiple lifting bodies may be present at the outlet. Multiple lifting bodies can be staggered, with the primary lifting body closer to the exit and one or more additional lifting bodies further away from the exit at different altitudes from the primary lifting body. One or more lifting bodies can be oriented substantially vertically, for example, no more than 45 degrees relative to a reference axis (e.g., the vertical axis of the system). The cross-section of the lifting body can resemble an airfoil design. For lifting bodies employing airfoil or similar forms, the pressure difference created by the air flowing over their upper and lower surfaces generates additional lift. The airflow can increase in velocity along the curved upper surface and over the leading edge, which can create a low-pressure area at the upper surface. Simultaneously, the airflow over the relatively flat lower surface of the wing is less velocities than the airflow over the upper surface, thus creating a relatively high-pressure area at the lower surface. Various exemplary systems and methods employing "aerodynamic lift" technology are described, such as aircraft, elevators, and other systems.

[0008] This disclosure also presents aerodynamic lift systems as implemented in various aircraft embodiments, the aircraft having annular lifting bodies, such as airfoils or wings (and / or multiple lifting bodies or wing segments arranged in a generally annular layout and / or positioned generally around the periphery of the aircraft) and multiple propulsion units. As used herein, a "lifting body" includes any structure that generates lift in response to airflow against and / or around a structure, including but not limited to wings, airfoils, diffusers, or sections thereof. The aircraft is capable of vertical takeoff and landing (VTOL) and forward / reverse movement. In some embodiments disclosed herein, the aircraft may have an annular wing (e.g., a "ring" or "torus" or other annular shape) with an airfoil cross-sectional profile. The aircraft may have multiple propulsion units (e.g., rotors or propellers) mounted to the aircraft and distributed along an annular path around a longitudinal region of the aircraft body. Furthermore, the multiple propulsion units may be mounted to multiple ducts (e.g., channels) attached to the aircraft. Multiple propulsion units may be mounted on top of (or positioned within) multiple ducts, and the bottoms / outlets of the multiple ducts may be located at or near the leading edge of the airfoil. Therefore, when the rotor operates (e.g., rotates), airflow is directed downwards through the ducts and to the leading edge of the annular wing to provide lift. The ducts may be distributed around or near the central compartment of the vehicle (e.g., the passenger compartment). The annular wing may be deformable, for example, rotatable and / or shape-modifying (e.g., with flaps), to change its angle of attack relative to the airflow and / or adjust other lift characteristics of the airfoil. The annular wing may be segmented into individual, independently deformable sections. Some embodiments may position one or more wings or wing segments around or near the central compartment in configurations that typically form annular, doughnut, toroidal, triangular, square, rectangular, polygonal, circular, etc.

[0009] In one aspect, a pneumatic lift system is described. The pneumatic lift system includes a propulsion unit, a duct, and a lifting body. The propulsion unit is configured to move air. The duct is configured to receive air moved by the propulsion unit into an inlet of the duct and to discharge air to an outlet of the duct. The inlet of the duct extends along an inlet axis, the outlet extends along an outlet axis, and the inlet axis and the outlet axis define an angle therebetween. The lifting body is configured to receive air discharged from the outlet of the duct, such that the air exerts lift on the lifting body.

[0010] The embodiments described herein above and in other aspects may have one or more of the following features in any combination: the inlet axis forms an angle of no more than 45 degrees relative to the reference axis; the rotation angle is 20 degrees to 45 degrees; the lifting body defines a chord line forming an angle of no more than 45 degrees relative to the reference axis; the inlet axis is parallel to the reference axis; the lifting body includes or excludes an airfoil cross-sectional shape; the propulsion unit includes a motor configured to rotate one or more blades; the reference axis is parallel to the gravity vector; the outlet extends from a vertically lower portion to a vertically upper portion, and the lifting body includes a leading edge positioned closer to the vertically lower portion than to the vertically upper portion; the outlet extends from a vertically lower portion to a vertically upper portion, and the lifting body includes a leading edge positioned closer to the vertically upper portion than to the vertically lower portion; the cross-sectional area of ​​the duct outlet is greater than the cross-sectional area of ​​the duct inlet; the cross-sectional area of ​​the duct increases along at least one section of the duct in the direction from the duct inlet to the outlet; the width of the duct outlet is greater than the height of the duct outlet; the duct outlet is rectangular or circular; the lifting body is a first lifting body. The duct also includes a second lifting body configured to receive air discharged from the outlet of the duct, such that the air exerts lift on the second lifting body; the second lifting body is positioned further away from the outlet of the duct than the first lifting body; it also includes a third lifting body configured to receive air discharged from the outlet of the duct, such that the air exerts lift on the third lifting body, wherein the third lifting body is positioned further away from the outlet of the duct than the second lifting body; the outlet of the duct extends from a vertically lower portion to a vertically upper portion, and wherein the first lifting body includes a leading edge positioned closer to the lower portion than to the upper portion; the lifting body includes a static inner portion and a movable outer portion rotatably attached to the fixed inward portion; the duct includes one or more vents in the portion between its inlet and outlet, and is configured to discharge a portion of air through the vents; the duct includes a series of openings located at the bottom of its outlet; it also includes one or more blades located within the inlet of the duct; it also includes sleeves on the top and / or bottom of the lifting body; and / or the inlet of the duct includes a circular lip.

[0011] In another aspect, an aircraft is described. The aircraft includes a central body and one or more aerodynamic lift systems. The central body defines a reference axis. The one or more aerodynamic lift systems are attached to the central body. Each aerodynamic lift system includes a propulsion unit, a duct, and a lifting body. The propulsion unit is configured to move air. The duct is configured to receive air moved by the propulsion unit into an inlet of the duct and to exhaust air out of an outlet of the duct. The inlet extends along an inlet axis, the outlet extends along an outlet axis, and the inlet axis and the outlet axis define an angle therebetween. The lifting body is configured to receive air exhausted from the outlet of the duct, such that the air exerts lift on the lifting body.

[0012] The embodiments described above and in other aspects herein may have one or more of the following features in any combination: the inlet axis forms an angle of no more than 45 degrees relative to the reference axis; the rotation angle is 20 degrees to 45 degrees; the lifting body defines a chord line forming an angle of no more than 45 degrees relative to the reference axis; it includes a plurality of aerodynamic lift systems distributed in a ring around the central body; it includes a plurality of aerodynamic lift systems, wherein the lifting body of each aerodynamic lift system is a segment of the annular wing of the aircraft; the annular wing is a discontinuous multi-segment wing of the aircraft; the annular wing is polygonal; it includes a plurality of aerodynamic lift systems spaced outward from the central body to limit the distance between the central body and the plurality of aerodynamic lift systems. A fixed airflow channel is included; comprising a plurality of aerodynamic lift systems circumferentially spaced apart to define an airflow channel between adjacent aerodynamic lift systems; further comprising a support structure that attaches one or more of the aerodynamic lift systems to a central body; the support structure is configured to be deployable or foldable; comprising a plurality of aerodynamic lift systems, and a central body at least partially located between the plurality of aerodynamic lift systems; the central body at least partially located below one or more aerodynamic lift systems; an outlet extending from a vertically lower portion to a vertically upper portion, and the lifting body including a leading edge positioned closer to the lower portion than to the upper portion; the outlet extending from a vertically lower portion to a vertically upper portion, and the lifting body including a leading edge. The leading edge is positioned closer to the upper part than the lower part; the cross-sectional area of ​​the duct outlet is larger than the cross-sectional area of ​​the duct inlet; the propulsion unit includes a motor configured to rotate one or more blades; the lifting body is a first lifting body, and each pneumatic lift system also includes a second lifting body configured to receive air discharged from the duct outlet such that the air exerts lift on the second lifting body, and the second lifting body is positioned further away from the duct outlet than the first lifting body; each pneumatic lift system also includes a third lifting body configured to receive air discharged from the duct outlet such that the air exerts lift on the third lifting body, and the third lifting body is positioned further away from the duct outlet than the second lifting body. Further away from the duct's outlet; the duct's outlet extends from a vertically lower portion to a vertically upper portion, and wherein the first lifting body includes a leading edge positioned closer to the lower portion than the upper portion; the lifting body includes a static forward portion and a movable rear portion rotatably attached to the static forward portion; the duct includes a series of openings located at the bottom of its outlet; the central body includes a passenger cabin or cargo hold; includes multiple aerodynamic lift systems, and two or more ducts of the multiple aerodynamic lift systems are fluidly connected to each other; also includes one or more additional propulsion units configured to provide thrust in the direction of forward flight; also includes landing gear; also includes one or more enableable parachutes; and / or also includes one or more solar panels.

[0013] On the other hand, a system for generating motion through aerodynamic lift is described. The system includes a machine structure and a pneumatic lift system. The machine structure has a movable part. The pneumatic lift system is attached to the movable part. The pneumatic lift system includes a propulsion unit, a duct, and a lifting body. The propulsion unit is configured to move air. The duct is configured to receive air moved by the propulsion unit into its inlet and to discharge air from its outlet. The lifting body is configured to receive air discharged from the outlet of the duct, such that the air exerts lift on the lifting body, thereby moving the movable part.

[0014] The embodiments described above and in other aspects herein may have one or more of the following features in any combination: the inlet extends along an inlet axis at an angle of no more than 30 degrees relative to the gravity vector; the lifting body defines a chord at an angle of no more than 45 degrees relative to the gravity vector; the turning angle is 20 to 45 degrees, located between the inlet axis defined by the inlet of the duct and the outlet axis defined by the outlet of the duct; it also includes a plurality of pneumatic lift systems; each pneumatic lift system is supported outside the movable part to define an airflow passage between the movable part and the plurality of pneumatic lift systems; the machine structure includes a support structure, and the movable part is configured to move relative to the support structure; The supporting structure is an elevator shaft; the movable part is an elevator car; the propulsion unit is configured to move a variable amount of air to cause the elevator car to move vertically upwards and downwards at varying speeds; the supporting structure is the main body of the vehicle; the movable part is a lifting arm; the movable part is an excavator or forklift; the supporting structure is a wall or building; the movable part is a cargo compartment; the movable part is a lifting arm; the movable part is connected to the supporting structure via a gear system; the propulsion unit includes a motor configured to rotate multiple blades; the propulsion unit is configured to move a variable amount of air to cause the movable part to move at varying speeds; and / or also includes a control system configured to control the propulsion unit to regulate the movement of the movable part.

[0015] In another aspect, a pneumatic lift system is described. This pneumatic lift system may include a propulsion unit configured to move air. The pneumatic lift system may also include a duct configured to receive air moved by the propulsion unit to an inlet of the duct and to discharge air to an outlet of the duct. The inlet may extend along an inlet axis at an angle not greater than 30 degrees relative to a reference axis. The angle may be located between the inlet axis and an outlet axis defined by the outlet of the duct. The angle may be from 20 degrees to 45 degrees. A lifting body may receive air discharged from the outlet of the duct, such that the air exerts lift on the lifting body. The lifting body defines a chord line at an angle not greater than 45 degrees relative to the reference axis.

[0016] In another aspect, an aircraft is described. The aircraft may include a central body defining a reference axis. The aircraft may also include an aerodynamic lift system attached to the central body. Each aerodynamic lift system may include a propulsion unit configured to move air. Each aerodynamic lift system may also include a duct configured to receive air moved by the propulsion unit to an inlet of the duct and to exhaust air to an outlet of the duct. The inlet may extend along an inlet axis at an angle not greater than 30 degrees relative to the reference axis. The angle between the inlet axis and the outlet axis defined by the outlet of the duct may be from 20 degrees to 45 degrees. Each aerodynamic lift system may include a lifting body to receive air exhausted from the outlet of the duct, such that the air exerts lift on the lifting body. The lifting body may define a chord at an angle not greater than 45 degrees relative to the reference axis.

[0017] In another aspect, a system for generating motion through aerodynamic lift is described. The system may include a machine structure having movable parts. The system may also include an aerodynamic lift system attached to the movable parts. The aerodynamic lift system may include a propulsion unit configured to move air. The aerodynamic lift system may also include components configured to receive air moved by the propulsion unit to an inlet of a duct and to discharge air to an outlet of the duct. Furthermore, the aerodynamic lift system may include a lifting body configured to receive air discharged from the outlet of the duct, such that the air exerts lift on the lifting body, thereby moving the movable parts. Attached Figure Description

[0018] The foregoing and other features, aspects, and advantages of this disclosure are described in detail below with reference to the accompanying drawings of various embodiments, which are intended to be illustrative and not limiting of this disclosure. The drawings include the following figures, wherein: Figure 1A A perspective view of an embodiment of an aircraft is shown, which has a ring-shaped lifting body, shown as a ring wing, and has multiple propulsion units and airflow ducts.

[0019] Figure 1B It shows Figure 1A A top view of the aircraft shown.

[0020] Figure 1C It shows Figure 1A The aircraft shown is viewed from below.

[0021] Figure 2 It shows Figure 1A The image shows a cross-sectional view of the aircraft.

[0022] Figure 3A A top view of a ring-shaped wing is shown, which extends from... Figure 1A The aircraft is shown separately.

[0023] Figure 3BIt shows Figure 3A The cross-sectional view of the annular wing shown.

[0024] Figure 4A and Figure 4B yes Figure 1A A cross-sectional view of one embodiment of the airflow duct and annular wing of the aircraft shown, illustrating the wing in two rotational positions.

[0025] Figure 5A , Figure 5B and Figure 5C It shows the applicable Figure 1A The image shows a partial perspective view of the aircraft, and different embodiments of the J-shaped, hook-shaped and C-shaped ducts, respectively.

[0026] Figure 5D It shows the applicable Figure 1A The diagram shows a partial perspective view of the duct of the aircraft, which extends longitudinally through the main body and reaches the annular wing.

[0027] Figure 5E It is a partial three-dimensional view of two ducts, which have a connecting duct that can selectively connect the airflow paths of the two ducts together.

[0028] Figure 6A A perspective view of another embodiment of an aircraft with a lifting body shown as a ring wing is shown, the aircraft having multiple propulsion units and airflow ducts as well as an activated landing gear.

[0029] Figure 6B It shows Figure 6A The image shows a side view of the aircraft, which has an activated loading ladder.

[0030] Figure 7 Block diagrams are shown of embodiments of hardware and / or software modules that may be included in any aerodynamic lift, aircraft, or other system described herein.

[0031] Figure 8 A flowchart illustrating an embodiment of the operation of an aircraft with a ring wing, having multiple propulsion units and airflow ducts, is shown.

[0032] Figure 9 A flowchart illustrating an embodiment of the operation of a lift system or aircraft with a ring wing, the lift system or aircraft having one or more propulsion units and airflow ducts.

[0033] Figure 10 A side view of another embodiment of the aircraft is shown, in which the lifting body is implemented in the form of a wing, having multiple propellers and an activated landing gear with lateral thrust propulsion units.

[0034] Figure 11A A cross-sectional view of another embodiment of the aircraft is shown, in which the lifting body is implemented in the form of a wing, having ailerons, multiple propulsion units, airflow ducts, and connecting structures.

[0035] Figure 11B The diagram shows a top view of the wing, which extends from... Figure 11A The aircraft is shown separately.

[0036] Figure 11C It shows Figure 11B The diagram shows a cross-sectional view of the wing.

[0037] Figure 11D It shows the applicable Figure 11A A cross-sectional view of another embodiment of the wing shown.

[0038] Figure 11E It shows Figure 11A The diagram shows a cross-sectional view of the wing of an aircraft, with sleeves above and below the wing.

[0039] Figure 11F It shows Figure 11A A cross-sectional view of an alternative embodiment of the wing of the aircraft shown, wherein the sleeve is only located below the wing.

[0040] Figure 11G It shows Figure 11A A cross-sectional view of an alternative embodiment of the wing of the aircraft shown, wherein the sleeve is only present above the wing.

[0041] Figure 12A A separate view of another embodiment is shown, in which the lifting body is implemented in the form of a ring-shaped wing, specifically shown as a triangular wing.

[0042] Figure 12B A separate view of another embodiment is shown, in which the lifting body is implemented in the form of a ring-shaped wing, specifically shown as a polygonal wing.

[0043] Figure 13A A perspective view of another embodiment of the aircraft is shown, in which the lifting body is implemented in the form of a ring wing, and the aircraft has a central propulsion unit and a ring airflow duct.

[0044] Figure 13B It shows Figure 13A A top view of the aircraft shown.

[0045] Figure 13C It shows Figure 13A The aircraft shown is viewed from below.

[0046] Figure 14 It shows Figure 13AThe image shows a cross-sectional view of the aircraft.

[0047] Figure 15A A perspective view of another embodiment of the aircraft is shown, in which the lifting body is implemented in the form of a wing, and has a propulsion unit and multiple airflow ducts.

[0048] Figure 15B It shows Figure 15A A top view of the aircraft shown.

[0049] Figure 15C It shows Figure 15A The aircraft shown is viewed from below.

[0050] Figure 16 It shows Figure 15A The image shows a cross-sectional view of the aircraft.

[0051] Figure 17 A side view of another embodiment of the aircraft is shown, which has a lifting body implemented as a ring wing and an airflow duct with an activated parachute.

[0052] Figure 18 A side view of another embodiment of the aircraft is shown, which has a lifting body implemented as a ring wing and airflow ducts with an activated inflatable landing gear.

[0053] Figure 19 A perspective view of another embodiment of the aircraft is shown, which has an elongated body and two lifting bodies that are manifested as wings extending longitudinally along the elongated body and equipped with longitudinally distributed airflow ducts.

[0054] Figure 20A A perspective view of another embodiment of the aircraft is shown, in which the two lifting bodies are implemented in the form of a partially annular wing, specifically shown as a crescent-shaped wing, with multiple propulsion units and multiple airflow ducts.

[0055] Figure 20B It shows Figure 20A A top view of the aircraft shown.

[0056] Figure 20C It shows Figure 20A The aircraft shown is viewed from below.

[0057] Figure 21 It shows Figure 20A The image shows a cross-sectional view of the aircraft.

[0058] Figure 22A This is a partial perspective view of an embodiment of an airflow duct that feeds air to multiple wing stacks of an aircraft.

[0059] Figure 22BThis is a partial perspective view of an embodiment of an airflow duct and a lifting body, which is implemented as a splitter mounted on top of the airflow duct to deflect air downwards.

[0060] Figure 22C This is a partial perspective view of an embodiment of an airflow duct and a lifting body, which is implemented in the form of a splitter mounted to the bottom of the airflow duct to deflect air upwards.

[0061] Figure 22D This is a partial perspective view of another embodiment of the rotor and airflow duct, the outlet of which has a different shape and / or cross-sectional area from the inlet, and the shape of the outlet conforms to the shape of the lifting body realized in the form of an airfoil at its location.

[0062] Figure 23A A perspective view of another embodiment of the aircraft is shown, which has a first duct section and a second duct section, the inlet of which is radially outward from the inlet of the first duct group and located lower than the outlet of the first duct group, and also has multiple propulsion units.

[0063] Figure 23B It shows Figure 23A The image shows a cross-sectional view of the aircraft.

[0064] Figure 24A A perspective view of another embodiment of the aircraft is shown, which has a first duct section and a second duct section, the inlet of which is radially outward from the inlet of the first duct group and vertically flush with the inlet of the first duct group, and also has multiple propulsion units.

[0065] Figure 24B It shows Figure 24A The image shows a cross-sectional view of the aircraft.

[0066] Figure 25A A cross-sectional view of another embodiment of the aircraft is shown, which has a curved tip at the trailing edge of the lifting body realized in the form of a wing.

[0067] Figure 25B A cross-sectional view of another embodiment of the aircraft is shown, in which the lifting body is implemented by a splitter located near the trailing edge of the wing.

[0068] Figure 26 A cross-sectional view of another embodiment of the aircraft is shown, in which the lifting body is implemented in the form of a wing, and also has one or more additional wings spaced apart from the wing.

[0069] Figure 27A It shows Figure 26 A detailed view of the outlet end of the airflow duct, which has a wing and an additional wing spaced apart from the wing.

[0070] Figure 27B It shows Figure 26 A cross-sectional view of an additional embodiment of the airflow duct outlet, which has a wing, an additional wing spaced apart from the wing, and a duct.

[0071] Figure 27C It shows Figure 26 A cross-sectional view of an additional embodiment of the airflow duct outlet end, which has a relatively large outlet opening.

[0072] Figure 27D It shows Figure 26 A cross-sectional view of an additional embodiment of the airflow duct outlet end, which has a relatively thin wing.

[0073] Figure 27E It shows Figure 26 A cross-sectional view of an additional embodiment of the airflow duct outlet end, which has a wing, the leading edge of which is relatively further away from the outlet end of the duct.

[0074] Figure 28A Predicting the lift coefficient under various wing geometries and Figure 26 A data diagram showing the relationship between the angle of attack of the wings in the diagram.

[0075] Figure 28B Predicting drag and [other factors] under various wing geometries. Figure 26 A data diagram showing the relationship between the angle of attack of the wings in the diagram.

[0076] Figure 28C It is the ratio of the lift coefficient to the wing height / chord and Figure 26 The analytical data diagram showing the relationship between the angle of attack of the wings in the diagram.

[0077] Figure 29A A perspective view of another embodiment of an airflow duct for an aircraft is shown, wherein the coordinate axes indicate the duct's angle of rotation.

[0078] Figure 29B It shows Figure 29A The side view of the airflow duct shown.

[0079] Figure 29C It shows Figure 29A The image shows a side view of an airflow duct, with a wing extending from the outlet end of the airflow duct.

[0080] Figure 29D It shows Figure 29A The diagram shows a cross-sectional view of an airflow duct that delivers airflow to the wing.

[0081] Figure 29EIt is a diagram illustrating the expected qualitative relationship between the magnitude of lift generated by an aircraft or lift system and the duct rotation angle.

[0082] Figure 30A A perspective view of another embodiment of the airflow duct is shown, which has a suitable turning angle for an aircraft.

[0083] Figure 30B It shows Figure 30A The side view of the airflow duct shown.

[0084] Figure 30C A perspective view of another embodiment of the airflow duct is shown, which has a sharper angle for use with aircraft.

[0085] Figure 30D It shows Figure 30C The side view of the airflow duct shown.

[0086] Figure 30E It shows Figure 30A The cross-sectional view of the airflow duct shown.

[0087] Figure 30F It shows Figure 30C The cross-sectional view of the airflow duct shown.

[0088] Figure 31A A side view of another embodiment of an airflow duct is shown, which has an inlet lip.

[0089] Figure 31B It shows Figure 31A Side view of the outlet end of the airflow duct shown.

[0090] Figure 31C It shows the airflow entering Figure 31A The inlet end of the airflow duct shown.

[0091] Figure 31D It shows the airflow from the inlet end. Figure 31A The airflow duct shown flows to the outlet end and around the wing.

[0092] Figure 32A An additional embodiment of an airflow duct with one or more blades is shown at the inlet end.

[0093] Figure 32B An additional embodiment of the outlet end of an airflow duct is shown, which has one or more deswirl vanes.

[0094] Figure 32C A perspective view of an additional embodiment of an airflow duct is shown, which has one or more blades at the inlet end and one or more deswirl blades at the outlet end.

[0095] Figure 32D It shows Figure 32C The cross-sectional view of the airflow duct shown.

[0096] Figure 33A An additional embodiment of an airflow duct outlet end is shown, the airflow duct having one or more orifices for changing the direction of airflow.

[0097] Figure 33B A perspective view of an additional embodiment of an airflow duct is shown, which has one or more blades at the inlet end and one or more sidewall openings at the outlet end.

[0098] Figure 33C It shows Figure 32B The diagram shows a cross-sectional view of an airflow duct, which has a wing extending along the outlet end.

[0099] Figure 34 This is an analytical data diagram showing the relationship between the thrust generated by the propulsion unit and the input power for various airflow duct and wing configurations.

[0100] Figure 35A A perspective view of an additional embodiment of the aircraft is shown, which has wings positioned in a generally vertical orientation.

[0101] Figure 35B It shows Figure 35A The image shows a cross-sectional view of the aircraft.

[0102] Figure 35C It shows the basis Figure 35A The equations shown describe the selected parameters of the aircraft to characterize thrust.

[0103] Figure 36A and Figure 36B It is a cross-sectional view of an exemplary system that uses aerodynamic lift to generate motion, wherein a support structure is schematically attached to an exemplary aerodynamic lift system having a propulsion unit, a duct, and a lifting body.

[0104] Figure 37 A cross-sectional view is shown of an exemplary embodiment of a system for generating motion via aerodynamic lift, the system being shown as including... Figure 36A The elevator lifting system shown includes three vertically stacked pneumatic lifting systems, comprising airflow ducts and lifting bodies.

[0105] Figure 38 A cross-sectional view of an embodiment of a system for generating motion through aerodynamic lift is shown, the system being illustrated as an elevator lifting system.

[0106] Figure 39A cross-sectional view of an alternative embodiment of an aerodynamic lift system is shown, the system comprising: Figure 36A The airflow duct and lifting body shown have one or more gears connected to the system.

[0107] Figure 40A A cross-sectional view of an alternative embodiment of an aerodynamic lift system is shown, the system comprising: Figure 36A The airflow duct and lifting body shown are connected to the building.

[0108] Figure 40B A top view of an alternative embodiment of an aerodynamic lift system is shown, the system comprising: Figure 36A The airflow duct and lifting body shown are connected to the building.

[0109] Figure 41 A top view of an alternative embodiment of an aerodynamic lift system is shown, the system comprising: Figure 36A The airflow duct and lifting body shown are integrated at the end of the building.

[0110] Figure 42 A top view is shown of two alternative embodiments of aerodynamic lift systems, which include Figure 36A The airflow duct and lifting body shown are integrated at both ends of the building.

[0111] Figure 43 A flowchart illustrating an embodiment of the operation of a lifting system with multiple propulsion units and airflow ducts is shown.

[0112] Figure 44 A cross-sectional view of an alternative embodiment of an aerodynamic lift system is shown, the system comprising: Figure 36A The airflow duct and lifting body shown have a lifting platform for supporting a payload (e.g., a person) on it.

[0113] Figure 45 A cross-sectional view of an alternative embodiment of an aerodynamic lift system is shown, the system comprising: Figure 36A The airflow duct and lifting body shown have a system for lifting and transporting payloads (such as objects or packages).

[0114] Figure 46A Detailed diagrams of another embodiment of the aircraft are shown, which has one or more wings, one or more ducts, and one or more propulsion units spaced apart around the aircraft.

[0115] Figure 46B It shows Figure 46A A top view of the aircraft shown.

[0116] Figure 46C and Figure 46DPartial close-up views are shown for embodiments having a prominent inlet lip and an inlet end having an inlet lip flush with the inlet end, respectively.

[0117] Figure 47A A top view of another embodiment of the aircraft is shown, which has one or more ducts and one or more bypass vents to direct airflow out of one or more ducts before reaching the outlet end of one or more ducts.

[0118] Figure 47B It shows Figure 47A A three-dimensional detail of the outlet end of one of the catheters shown.

[0119] Figure 48A A bottom view of another embodiment of the aircraft is shown, which has one or more ducts and one or more bypass vents to direct airflow out of one or more ducts before reaching the outlet end of one or more ducts.

[0120] Figure 48B It shows Figure 48A The image shows a top view of an aircraft that includes one or more ducts and one or more airfoils.

[0121] Figure 48C It shows Figure 48A The diagram shows a cross-sectional view of an aircraft, which includes one or more ducts and one or more airfoils.

[0122] Figure 49A A cross-sectional view of an airflow duct is shown, which does not have a bypass vent to deliver airflow to one or more airfoils.

[0123] Figure 49B A cross-sectional view of an airflow duct is shown, which has a bypass vent that delivers airflow to one or more airfoils.

[0124] Figure 50 A partial perspective view of an additional embodiment of the aircraft is shown, the aircraft having one or more airfoils and one or more bulkheads located between the one or more airfoils.

[0125] Figure 51A A partial lateral cross-sectional view of a portion of several inclined duct inlets is shown.

[0126] Figure 51B Partial side cross-sectional views of multiple vertical duct inlets are shown.

[0127] Figure 52A A top view of another embodiment of the aircraft is shown, which has an aerodynamic lift system arranged around a central axis, forming an octagonal profile, and is configured to have a central body at least partially located between the aerodynamic lift systems.

[0128] Figure 52B It shows Figure 52A The diagram shows a top view of an aircraft that includes at least a central body located between aerodynamic lift systems.

[0129] Figure 52C It shows Figure 52B A partial side view of the aircraft shown.

[0130] Figure 52D It shows Figure 52C The diagram shows a partial cross-sectional view of an aircraft, which includes an aerodynamic lift system that is radially supported away from the central body.

[0131] Figure 53A A cross-sectional view of another embodiment of the aircraft is shown, which includes an aerodynamic lift system and various aircraft components.

[0132] Figure 53B It shows Figure 53A The image shows a partial perspective view of an aircraft that includes one or more operable hinges to move one or more movable lifting bodies.

[0133] Figure 54A A side view of another embodiment of an airflow duct is shown, which has a first lifting body located at the outlet end and a second lifting body located radially outside the first lifting body.

[0134] Figure 54B A side view of another embodiment of the airflow duct is shown, which has a lifting body located outside the outlet end of the airflow duct.

[0135] Figure 54C A side view of another embodiment of the airflow duct is shown.

[0136] Figure 54D An analytical data illustration of the thrust magnitude generated based on selected parameters of the airflow duct and lifting body is shown.

[0137] Figure 54E A side view of another embodiment of the airflow duct is shown, which has a first lifting body located at the outlet end, a second lifting body located radially outside (rear) of the first lifting body, and a third lifting body located radially outside the second lifting body.

[0138] Figure 55A A bottom view of another embodiment of the aircraft is shown, which has a central body that is at least partially located above the aerodynamic lift system.

[0139] Figure 55B It shows Figure 55A The image shows a cross-sectional view of the aircraft.

[0140] Figure 56A A bottom view of another embodiment of the aircraft is shown, which has a central body that is at least partially located below the aerodynamic lift system.

[0141] Figure 56B It shows Figure 56A The image shows a cross-sectional view of the aircraft. Detailed Implementation

[0142] Although embodiments, examples, and illustrations are disclosed below, the technical solutions described herein are not limited to these specific disclosures, but rather cover other uses of this disclosure and their obvious modifications and equivalents. Embodiments of this disclosure are described with reference to the accompanying drawings, wherein like reference numerals refer to like elements throughout. The terminology used in this description should not be construed as having any limiting or restrictive meaning solely by its use in conjunction with the detailed description of certain specific embodiments of this disclosure. Furthermore, embodiments of this disclosure may contain multiple novel features, and unless expressly stated otherwise, no single feature is solely responsible for all its desirable properties, nor is it necessary for implementing the technical solutions described herein.

[0143] The disclosure herein provides systems, methods, and apparatus for generating power through aerodynamic lift. Aerodynamic lift systems are included as part of machines or other systems (e.g., aircraft) to generate desired motion. An aerodynamic lift system includes one or more propulsion units for moving air, one or more ducts for receiving the moving air, and one or more lifting bodies, wherein air is blown from the ducts through the lifting bodies to generate lift to move the lifting bodies. The aerodynamic lift system is attached to a movable part to move the movable part relative to a supporting structure. The movable part may be an aircraft wing, an elevator, or a lifting arm, and the supporting structure may be an aircraft body, an elevator shaft, or a construction vehicle, respectively. These are merely some exemplary applications of aerodynamic lift systems, and many other applications can also incorporate aerodynamic lift systems.

[0144] In elevator applications, pneumatic lift systems enable elevators or lifting systems (such as pneumatic lift) to travel vertically inside or outside a building or another structure. Elevators improve vertical transportation, allowing people to move effortlessly between floors, which is especially important in larger structures such as skyscrapers and high-rise buildings. Traditional elevators or lifting systems may consist of cables and pulleys or fluid-based hydraulic devices and motors to move the elevator car up or down. These traditional elevators can be particularly important for ensuring accessibility for individuals with disabilities, complying with various regulatory requirements, and promoting inclusion. However, for buildings with different structures, using pneumatic lift systems can improve the efficiency of movement between floors.

[0145] The placement of elevators in different buildings can depend on the structure's design and function. In some residential buildings, elevators may be centrally located or positioned near public areas to provide convenient access. In other buildings (such as commercial and / or office buildings), elevators may be positioned to better facilitate the flow of people in and out. Additionally, in medical buildings or hospitals, elevators or lifting systems may be positioned to efficiently move patients to critical areas. Pneumatic lift systems can improve the ability to position any elevator in a desired location (as an internal or external accessory).

[0146] The system disclosed herein may include one or more lifting bodies, multiple ducts, and multiple rotors. The rotors (e.g., propulsion units) may have multiple propellers that can be configured to rotate to draw in external (e.g., ambient) air through inlet portions or inlet ends of the multiple ducts. The airflow is then drawn toward the leading edge of the lifting body towards the outlet portions or outlet ends of the multiple ducts. The propulsion units and ducts may be arranged in a ring around an optional central compartment (e.g., a passenger compartment, payload compartment, or cargo compartment), or above or below the aerodynamic lift system. While specific exemplary uses of the aerodynamic lifting machine are shown and described herein, the machine can be used in a variety of other applications and include a variety of other features.

[0147] For aircraft, the disclosure herein provides systems, methods, and apparatuses for flight of aircraft with wings (e.g., annular wings) capable of vertical takeoff and landing (VTOL), the wings extending wholly or partially around a central body (and / or multiple annular wing segments arranged around the periphery of the aircraft, and / or in a general annular configuration). As used herein, "annular" includes generally circumferential shapes, including but not limited to circles, ellipses, triangles, squares, rectangles, pentagons, hexagons, heptagons, octagons, other polygonal or segmented shapes, or combinations thereof. Multiple propulsion units exhaust air into corresponding airflow ducts that guide the air through the wing. The propulsion units and ducts may be annularly distributed around a central compartment (e.g., a passenger compartment, payload compartment, or cargo compartment). The annular (e.g., circular) wing may have an airfoil cross-sectional shape. The wing may be generally symmetrical about its longitudinal axis. The cross-sectional profile of the airfoil may be configured such that the top (e.g., upper) side of the airfoil is more curved than the bottom (e.g., lower) side of the airfoil. This airfoil configuration is useful because it generates lift in the aircraft. Advantageously, by having an airfoil profile, the airflow can increase in speed as it reaches the leading edge of the wing and travels over the top side of the wing. A low-pressure zone can be created by the upper portion having this curved shape. Additionally, in some embodiments, the airflow velocity (relative to the velocity of air traveling over the top side of the wing) is reduced when traveling over the lower side of the airfoil profile of the wing (e.g., relative to the top surface), and a high-pressure zone can be created compared to the top side of the wing. Advantageously, the pressure difference between the upper and lower surfaces can result in lift, which allows the aircraft to overcome gravity. In some embodiments, having a single annular wing can further increase the pressure under the wing, which can improve the lift / drag coefficient (e.g., similar to the "ground effect") and can improve flight efficiency.

[0148] In some embodiments, the aircraft may have one or more propulsion units (e.g., rotors, propellers, ducted fans, turbofans, etc.) coupled to the aircraft. The propulsion units can be used to guide airflow from an upper region (e.g., above the aircraft) through one or more ducts to the leading edge of the aircraft's annular wing. In some embodiments, the propulsion units may be oriented in a vertical and / or downward direction to provide lift to the device. Other embodiments may oriented the propulsion units angularly, vertically, or otherwise. The propulsion units may be further mounted on and / or within a single or series of ducts (e.g., tunnels, channels, grooves with or without optimized airflow distribution, etc.) capable of guiding airflow drawn into and discharged from the propulsion units. The ducts may be designed such that airflow from the propulsion units flows toward the leading edge of the annular wing. Advantageously, airflow traveling across the top and bottom surfaces of the annular wing can lift the aircraft. Furthermore, multiple propulsion units delivering airflow can assist the device in VTOL and / or short takeoff and landing (STOL). It should be noted that although the various embodiments described herein depict an advance unit at the inlet end of the catheter, other embodiments may position the advance unit differently. For example, the advance unit may be positioned inside the catheter, such as at a midpoint between the inlet and outlet of the catheter.

[0149] The propulsion units can be distributed equidistantly along a circular path around the central region and / or the annular wing, or distributed at varying intervals. A series of ducts can be connected to each propulsion unit and spaced equidistantly or unequally. The propulsion units can be configured such that the airflow drawn into the ducts reaches a specific area (e.g., a section) of the annular wing. Thus, the aircraft can have an optimal airflow rate drawn into the entire annular wing (and / or most of the annular wing) to maintain optimal lift.

[0150] In some embodiments, each propulsion unit can be controlled independently (e.g., with different pitches, rotations / spinning to generate airflow independently of each other, allowing each propulsion unit to produce a different flow rate level than the others). Independent control of the propulsion units allows each unit to rotate at a specific speed or deliver varying amounts of air to a segment of the leading edge of the annular wing. Independent control allows the aircraft to ascend, descend, hover, tilt, rotate, or translate based on the flow rate delivered to each segment of the aircraft. For example, in some embodiments, four propulsion units may be equidistantly spaced around the annular wing. The aircraft can rotate, lift, and / or tilt when at least one of the propulsion units rotates at a different speed or delivers different airflows (e.g., ambient air) to a segment of the annular wing at different speeds. By allowing each propulsion unit to be controlled independently, the aircraft can achieve extremely high maneuverability and may be more efficient than other aircraft designs. Furthermore, by altering the individual speeds of each propulsion unit, an aircraft can effectively change its altitude, pitch, roll, and yaw, enabling it to navigate easily in complex environments (e.g., improving maneuverability), enhancing takeoff and landing control, and improving maneuverability under unstable atmospheric conditions (e.g., strong winds, high humidity, extreme weather conditions). Enhanced maneuverability is advantageous for specific types of aircraft used for tasks such as photography, surveillance, parcel delivery, transport, and military operations.

[0151] In some embodiments, the aircraft may have a main body that can be useful, which may include a passenger cabin or a cockpit. The main body may have flight instruments (e.g., radio communications, transponders, etc.) that can be used to fly or operate the aircraft. The main body may be located at the center of the leading edge of the aircraft's annular wing. By placing the main body at the center of the leading edge (in some embodiments, at the center of the aircraft), the aircraft's center of gravity is located at the true centerline or center point of the device (e.g., the centerline of the annular wing). Therefore, this aircraft may be significantly more balanced and stable than alternative aircraft designs.

[0152] In some embodiments, the ducts can be configured to propel the aircraft in a desired direction. For example, the ducts may have a first outlet and a second outlet (e.g., a hatch, a rudder), the first outlet being configured to deliver airflow to the leading edge of the annular wing, and the second outlet being configured to open when directional thrust is required. In some embodiments, a hatch or rudder located on each duct configured to open independently of the others can move the device forward (or provide assistance during landing). For example, in an embodiment where the aircraft includes four propulsion units and the four ducts are equidistantly distributed around the annular wing, the device can be propelled forward by opening the two foremost ducts.

[0153] The various embodiments disclosed herein can be configured for aircraft where the main body (e.g., the central portion radially inward of the propulsion unit and / or duct) is empty. However, the disclosure herein can be used for aircraft designed to house people, goods, packages, other payloads, etc., within an empty main body or central portion, which may also be referred to as a payload bay, passenger bay, etc. In some embodiments, the aircraft can be designed to lift 50 pounds to transport packages from one destination to another. Additionally, the aircraft can be designed to assist in farming and agriculture. For example, the aircraft can be designed to pick fruit (e.g., apples, mangoes, avocados, etc.) from fruit trees. Furthermore, the device can be designed and sized to carry a weight of 2,500 pounds, which may include several people and their personal belongings. In some embodiments, the aircraft can be designed to carry weights of 5 pounds, 100 pounds, 500 pounds, 1,000 pounds, 2,000 pounds, and / or 3,000 pounds.

[0154] Exemplary aircraft Figure 1A-1C and Figure 2 An exemplary embodiment of the system is shown, illustrated as an aircraft 100, which includes a plurality of aerodynamic lift systems, each having a propulsion unit that blows air through a duct and over a lifting body, wherein the lifting body in this particular application is shown as a ring wing 102 (disc-shaped in this example). Various other systems and applications of aerodynamic lift systems are shown and described in full throughout this disclosure.

[0155] Figure 1A It is a perspective view of an aircraft 100 with multiple aerodynamic lift systems. Figure 1B This is a top view of an aircraft 100 with multiple aerodynamic lift systems. Figure 2 C is an aircraft with multiple aerodynamic lift systems. Figure 1B The image shows a cross-sectional view taken from the line in the diagram. Therefore, the aircraft 100 may have multiple propulsion units 120, multiple ducts 130 (e.g., multiple ducts 130), and a main body 150, which may be empty or may accommodate a payload bay, passenger cabin, cockpit, etc. The main body 150 may be covered with an oval or dome-shaped cover. The wing 102 may surround the multiple ducts 130 and may be connected to portions of the multiple ducts 130. Additionally, the wing 102 may have a leading edge 104 and a trailing edge 106 (see, for example, [reference needed]). Figure 2The leading edge 104 may be located near or within the lower portion of the duct 130 or the outlet end 134. The wing 102 may have a top surface 108, wherein the top surface 108 may have a curved profile. The wing 102 may have a bottom surface 110, wherein the bottom surface 110 has a flatter surface relative to the top surface 108. Therefore, when observing the cross-sectional profile of the wing 102 (see, for example, [reference needed]). Figure 2 and Figure 3B The wing 102 may have an airfoil profile. In some embodiments, the wing 102 may be a lifting body with a curved bottom surface 110. Furthermore, the aircraft 100 may be Z-symmetric about its longitudinal axis (see, for example, [link to relevant documentation]). Figure 2 ).

[0156] In some embodiments, an airflow (e.g., ambient airflow) is delivered from the outlet end 134 of each duct 130 to the leading edge 104 of the wing 102. The airflow may initially be delivered to the leading edge 104 and travel over the top surface 108 and the bottom surface 110. As the airflow travels along the top surface 108 from the leading edge 104 to the trailing edge 106, its velocity is higher than that of the airflow flowing along the bottom surface 110 due to the curved profile of the top surface 108, resulting in a lower air pressure acting on the upper part of the wing compared to the pressure exerted on the bottom surface 110. Due to the flatter profile of the bottom surface 110 (e.g., relative to the top surface 108), the airflow flowing from the leading edge 104 to the trailing edge 106 and along the bottom surface 110 has a lower velocity than the airflow flowing along the top surface 108, resulting in a higher air pressure acting on the bottom surface 110 of the wing 102 compared to the pressure exerted on the top surface 108. The pressure difference between the bottom surface 110 and the top surface 108 causes an upward lift force applied to the wing 102, which is then transmitted to the aircraft 100.

[0157] Multiple ducts 130 may be coupled to wing 102. Additionally or alternatively, wing 102 may be coupled to body portion 150. Multiple ducts 130 may extend from inlet end 132 to outlet end 134. In some examples, the length or shape of the ducts 130 may be configured to provide a desired velocity and direction of airflow to provide the aircraft 100 with the desired lift (e.g., payload size or weight) required to optimize airflow, maneuverability, and operational requirements of the aircraft 100. The length of the duct 130 determines the length of the path the airflow needs to travel from inlet end 132 to outlet end 134. Due to friction and turbulence experienced by the air in the duct 130, the longer the duct 130, the lower the airflow velocity at outlet end 134. Therefore, in some embodiments, the length of the duct 130 may be configured to be as short as possible to increase the airflow velocity at outlet end 134. In some embodiments, the duct 130 may extend to a length of two feet. Alternatively, the duct 130 may extend to a length of ten feet. In some embodiments, the duct 130 may extend to a length of one to twelve feet. Furthermore, the ratio of the length of the conduit 130 to the diameter of the blade 122 can be 2:1 (for example, the length of the conduit is twice the diameter of the blade 122 of the propulsion unit 120). In some embodiments, the ratio between the length of the conduit 130 and the diameter of the blade 122 can be between 1:1 and 4:1.

[0158] The inlet end 132 and the outlet end 134 may be circular or substantially circular (e.g., oval). The inlet end 132 and the outlet end 134 may be shaped to allow a desired airflow into the propulsion unit 120. The inlet end 132 and the outlet end 134 of the duct 130 may have diameters configured to provide a desired airflow to the leading edge 104 of the wing 102. In some examples, the diameter of the inlet end 132 may be approximately two feet. Additionally, in some examples, the diameter of the inlet end 132 may be in the range of eight inches to sixteen inches, sixteen inches to thirty-two inches, or thirty-two inches to seventy-two inches. In some embodiments, the diameter of the inlet end 132 of the duct 130 corresponds to the diameter of the propulsion unit 120. In some examples, the diameter of the outlet end 134 may be approximately two feet. Additionally, in some examples, the diameter of the outlet end 134 may be in the range of eight inches to sixteen inches, sixteen inches to thirty-two inches, or thirty-two inches to seventy-two inches. The diameter ratio between the inlet end 132 and the outlet end 134 may be between 1:1 and 4:1. Therefore, the catheter 130 can be tapered from the inlet end 132 to the outlet end 134.

[0159] Multiple propulsion units 120 may be coupled to the inlet ends 132 of multiple ducts 130 and are designed such that airflow is drawn (e.g., guided, delivered) through the propulsion units 120 to the inlets 132 of the multiple ducts 130. By mounting multiple propulsion units 120 in a vertical and / or downward direction, the airflow can originate from above the wing 102. Advantageously, this can reduce the amount of air pressure above the aircraft 100 and / or at the top surface 108 of the wing, which can improve lift. Furthermore, by delivering the airflow to the wing 102, the aircraft 100 can perform vertical takeoff, vertical ascent, vertical descent, and vertical landing. In some embodiments, the propulsion units 120 may alternatively be positioned at a midpoint of the ducts 130 (e.g., at a position between the inlet end 132 and the outlet 134 along the length of the duct 130). In this configuration, the airflow can still originate from above the wing 102 even if the propulsion units 120 are in different positions. Positioning the propulsion unit 120 at the center of the duct can maintain the airflow velocity at the outlet end 134 of the duct 130, which can improve the operating efficiency of the propulsion unit 120. In some embodiments, the propulsion unit 120 can be positioned above the inlet ends 132 of a plurality of ducts 130, wherein at least a portion of the propulsion unit 120 can extend from the inlet ends 132. The propulsion units 120 can be circumferentially spaced around the wing 102 and can be equidistantly distributed. Alternatively, the propulsion units 120 can be annularly spaced around the longitudinal axis Z of the aircraft 100.

[0160] The number of ducts 130 can be equal to the number of propulsion units 120 (e.g., a duct 130 to propulsion unit 120 ratio of 1:1). Each propulsion unit 120 can supply air to a corresponding duct 130. Multiple ducts 130 can be circumferentially spaced around the wing 102 and can be equidistantly distributed. Multiple ducts 130 can be annularly spaced around the longitudinal axis Z of the aircraft 100. In some embodiments, such as in... Figure 1A-1C and Figure 2 In the shown aircraft 100, the number of ducts 130 and propulsion units 120 can be four ducts / units. Furthermore, although... Figure 2Details of only two ducts 130 are shown; the other two ducts may employ the same or similar design. Alternatively, the number of ducts 130 and the number of propulsion units 120 can be any number capable of providing the desired airflow to the leading edge 104 of the wing 102 (e.g., two, four, six, eight, ten, etc.). Furthermore, some embodiments may have a different number of ducts 130 than the number of propulsion units 120 (e.g., by having one or more propulsion units 120 share a duct and / or by having one or more ducts 130 share a propulsion unit 120). For example, a single propulsion unit 120 may provide airflow to two, three, four, or more ducts 130. As another example, a single duct 130 may include two, three, or four propulsion units 120, for example, arranged at one or more propulsion units 120 at the inlet 132, outlet 134, and / or between them.

[0161] In some embodiments, the plurality of ducts 130 may be configured such that airflow can be delivered to specific regions of the wing 102 (e.g., one or more of segments 105A, 105B, 105C, 105D). For example, in some embodiments, four ducts 130 and four propulsion units 120 may be present, wherein the four ducts 130 deliver airflow to the leading edge 104 of four segments of the wing 102 (e.g., one or more of segments 105A, 105B, 105C, 105D). Thus, the wing 102 can receive airflow from each propulsion unit 120. This may be advantageous when the plurality of propulsion units 120 are configured to operate independently. However, this is not limited to embodiments with four ducts 130 and four propulsion units 120. This can include any number of propulsion units 120 and ducts 130.

[0162] When multiple propulsion units 120 are configured to deliver air at different velocities (e.g., flow rates) to different sections of the aircraft 100, the aircraft 100 can have different pressure differentials at each section. Therefore, the aircraft 100 can pitch, yaw, and / or roll. For example, compared to section 105D of wing 102 (e.g., a section spaced 180 degrees from 105B), section 105B of wing 102 can receive a faster airflow, which can cause section 105B to generate greater lift and tilt forward (e.g., towards section 105D) to move the aircraft forward. Additionally, in some examples, compared to section 105C of wing 102 (e.g., a section spaced 180 degrees from 105A), section 105A of wing 102 can receive a faster airflow, which can cause section 105A to generate greater lift and tilt the aircraft 100 to one side, which can cause the aircraft to move towards that side. In some embodiments, the propulsion unit 120 may be configured to move the aircraft 100 at a slow speed (e.g., 5-10 mph). However, the aircraft 100 may be configured such that the device can travel at speeds up to 25-30 mph. In some embodiments, a plurality of ducts 130 may be formed in a larger channel (e.g., a wall structure) 144 (as further described).

[0163] In some embodiments, the aircraft 100 may have a body portion 150, such as a fuselage. The body portion 150 may be disposed radially inward of the wing 102 and / or duct 130, for example, within a central opening or space defined by the wing 102 and / or duct 130. The body portion 150 may be located at the center (radially inward) of the leading edge 104. The body portion 150 may be cylindrical or generally cylindrical as shown, or other shapes. The sidewalls of the body portion 150 may extend circumferentially about a longitudinal axis Z. In some configurations, the body portion 150 may be empty. Additionally, the body portion 150 may extend above the inlets 132 of a plurality of ducts 130. The body portion 150 may also be configured to accommodate people and / or objects. For example, in some embodiments, the body portion 150 may include a passenger compartment that can comfortably accommodate one or more people. The passenger compartment may have an upper compartment and a lower compartment. Additionally, the body portion 150 may be configured to accommodate packages, people, and / or vehicles. In some embodiments, the body portion 150 may be configured to accommodate a weight of 50 to 100 pounds. Additionally, in some embodiments, the body portion 150 may be configured to accommodate a weight of 25 pounds (e.g., a package) or 2000 pounds (e.g., a crowd). The body portion 150 may be configured to accommodate any weight between 5 pounds and 3500 pounds or more. In some embodiments, the body portion 150 may be configured to carry a smaller payload and / or electronics, such as in a smaller “drone” version of the aircraft 100. Therefore, the volume of the body portion 150 may range from one to ten cubic feet, and may be as high as ten, twenty, thirty, or more cubic feet.

[0164] The main body portion 150 may be coupled (e.g., rigidly mounted) to one or more inner walls of a plurality of ducts 130. In some embodiments, the center of gravity of the device is positioned along the longitudinal axis of the wing 102. Advantageously, this can improve the stability of the aircraft 100 during flight. In some embodiments, the ducts 130 may extend through the main body portion 150. The ducts 130 may extend through radially outer positions of the main body portion 150. The ducts 130 may extend through a central position of the main body portion 150, wherein a void in the main body portion 150 surrounds the upper portion of the plurality of ducts 130.

[0165] In some embodiments, reference Figure 2The multiple ducts 130 may also have flaps 140 positioned along the bottom edge of the ducts 130. The flaps 140 may be articulated members, rudders, etc., movable to expose slots or other openings in the ducts 130. The flaps 140 may allow airflow to exit the ducts 130 through openings 141 before reaching the leading edge 104 of the wing. Therefore, the flaps 140 may be configured to generate horizontal (e.g., forward / backward) thrust to move the aircraft 100. For example, when the aircraft 100 is traveling in the air, flaps 140 located on at least one of the ducts 130 may be configured to open to direct airflow in a desired direction out of openings 141, thereby causing the aircraft 100 to move horizontally forward. Additionally, the flaps 140 may be configured to open during takeoff or landing to direct airflow downwards, which may achieve desired lift. For example, directing a desired airflow downwards from flap 140 can directly generate lift, which can supplement the lift generated by directing the airflow through the wing. This can help stabilize the aircraft 100 during landing and / or increase net vertical lift during takeoff. Flaps 140 can be on the vertical portion of duct 130, on the horizontal portion of duct 130, or, as shown, on the angled or curved portion of duct 130.

[0166] refer to Figure 2 The catheter 130 may be turned or bent from the inlet end 132 to the outlet end 134. This turning can be measured by an "angle" which is the angle between the first longitudinal axis 3537A defined by the catheter channel at the inlet end 132 and the second longitudinal axis 3537B defined by the catheter channel at the outlet end 134 (see, for example, [reference needed]). Figure 35B The rotation angle can be 10 to 60 degrees, 15 to 55 degrees, 20 to 45 degrees, or 30 to 40 degrees. Furthermore, the first longitudinal axis 3537A can be parallel to, slightly angled to, or "tilted" relative to the reference axis. The reference axis can be the vehicle's central longitudinal axis, or an axis aligned with the gravity vector (the vector aligned with the direction of gravity), or a vertical axis (see, for example, [reference]). Figure 51A and Figure 51BA set of propulsion units 120 may be mounted at the inlet end 132 of the duct 130. Each propulsion unit 120 may include a plurality of blades 122 extending from a central hub. In some embodiments, the blades in the propulsion unit 120 may have variable blade pitch to optimize energy consumption during flight. A motor within each propulsion unit may rotate the blades 122 via the hub. By configuring the plurality of propulsion units 120 to rotate the blades 122 at independently controlled different speeds, as described above, the aircraft 100 can change altitude, pitch, roll, and yaw to maneuver the aircraft 100 in a desired direction. Independent operation of the different propulsion units 120 can be used to ensure stable flight even in a static hovering state, for example, to cope with turbulence, strong winds, payload and / or passenger movement, etc.

[0167] Multiple propulsion units 120 may be controlled by a controller 212 or a processor system based on user input 211 and / or an autonomous controller (e.g., self-operation mode) 214 and / or sensors 202 (see, for example, see...). Figure 7 The aircraft 100 is operated by means of a propulsion unit 120. Multiple propulsion units 120 can be coupled to independently controlled motors 230, which are operated to enable the aircraft 100 to fly in the air. Motors 230 are operable to rotate multiple blades 122 to deliver air to duct 130. Multiple blades 122 can be coupled to a hub and motor 230, which can be configured to rotate or oscillate the hub and multiple blades 122. Multiple blades 122 may have a fixed span (e.g., length). In some cases, multiple blades 122 may have varying lengths and / or blade pitches to deliver optimized airflow to duct 130. In some embodiments, rotating or oscillating the propulsion unit 120 and thus rotating the multiple blades 122 can change the blade pitch. Additionally, in some embodiments, the blade pitch can be varied by hydraulic or centrifugal counterweights that can be directly attached to the multiple blades 122. Multiple blades 122 can be encapsulated within a housing that houses the motor 230, blades 122, and hub. Additionally, each of the multiple propulsion units 120 can deliver approximately fifty to two hundred and fifty N of thrust (e.g., by rotating the blades 122 at a sufficiently high speed to generate the desired force). The multiple propulsion units 120 may have a diameter of approximately 12 inches. However, in some cases, the diameter of the propulsion unit 120 (e.g., the diameter of the housing or shield) can range from six to sixteen inches, sixteen to thirty-two inches, or thirty-two to seventy-two inches.

[0168] Multiple propulsion units 120 may be coupled to or include an electric motor (e.g., motor 230) or a piston engine (e.g., powered by fossil fuels). In some embodiments, propulsion unit 120 may be an electric propulsion unit capable of providing up to 250 Newtons (N) of thrust at 15 kW, or even 1000 N or higher. In some embodiments, propulsion unit 120 may have a housing with an inner diameter of 195 mm. In some embodiments, the housing may have an inner diameter of 100 mm to 300 mm, or 100 mm to 600 mm, or 300 mm to 550 mm, or 500 mm to 550 mm, or 520 mm to 530 mm. The total area of ​​the multiple rotating blades 122 may be approximately 215 cm² (e.g., thirty-three square inches). The amount of input power may be in the range of 4 kW to 25 kW. Additionally, the static thrust range may be 50 to 350 N, or 500 to 700 N. The propulsion unit 120 can have an RPM range of 10,000-18,000 RPM (e.g., multiple blades 122 rotating at 10,000-18,000 RPM) or 2,000-20,000 RPM. The total weight of each propulsion unit 120 can be from 1,000 grams (g) to 3,400 grams (e.g., about 7.5 pounds), or from 1,000 grams to 20,000 grams. In some embodiments, the weight of the propulsion unit 120 can be between 4 pounds and 40 pounds. The propulsion unit 120 can generate an airflow with a velocity of 64 to 128 meters per second (m / s) (e.g., 143 mph to 286 mph) or 40 to 60 m / s. The total area of ​​the multiple rotating blades 122 can be approximately 20 to 50 square inches (in). 2 The battery (e.g., power supply 223) may be a 12-14S 20000mA HLiPo battery. The efficiency of the propulsion unit 120 may be approximately 78%. Alternatively, in some embodiments, the efficiency of the propulsion unit 120 may be 68% to 85%. In some cases, the propulsion unit 120 may be a DS-215-DIA HST electric fan or an eP05-21 electric motor manufactured by Schubeler (Bad Lippspringe, Germany). In some embodiments, the propulsion unit 120 may be powered by a hybrid power source comprising two different power sources, such as electric and fossil fuel. It should be noted that while the above description provides examples of propulsion units with specific configurations that can be used in conjunction with at least some of the aircraft embodiments disclosed herein, the ideas disclosed herein are not limited to such propulsion units, and any propulsion unit capable of achieving the functions disclosed herein may be employed.

[0169] Additionally, air can travel through the opening at flap 140 to tilt and / or move the aircraft 100 forward. Assuming a constant airflow is output from propulsion unit 120, the amount of air reaching the corresponding leading edge 104 will decrease as air exits through flap 140. The pressure difference on the wing section supplied by duct 130 may change relative to other sections as air exits flap 140. Therefore, changes in the pressure difference on wing section 102 can cause the aircraft 100 to rise, descend, hover, tilt, rotate, or translate. In some cases, the aircraft can compensate for this change by, for example, increasing the airflow from propulsion unit 120. The flap 140, connected to duct 130, can be angled. By angled flap 140, guiding air out of flap 140 can move the aircraft 100 in a desired direction (e.g., forward / backward).

[0170] In some embodiments, the plurality of ducts 130 may be slotted or include a plurality of grooves on the inner wall of the duct 130. The grooves may extend from the inlet 132 of the duct 130 to the outlet 134 and may reduce air turbulence. Advantageously, this may allow for optimized airflow (e.g., laminar flow) and better control of the airflow velocity as it reaches the leading edge 104 of the device. In some embodiments, the plurality of ducts 130 may taper (e.g., the cross-sectional area gradually decreases from the inlet end 132 to the outlet end 134), which may increase the air pressure from the inlet end 132 to the outlet end 134 and increase the air velocity at the leading edge 104. Advantageously, taperning the ducts 130 may allow the propulsion unit 120 to operate at a lower speed to deliver the desired amount of air to the leading edge 104.

[0171] The wing 102 can be mounted to the outlet 134 of the duct 130 via a series of supports 148 (e.g., high-strength tie rods, axles, cables, etc.). The supports 148 can also be connected to a region adjacent to the leading edge 104 of the wing 102. By using the supports 148, the relative angle between the annular wing 102 and the direction of air intake from the duct 130 can be varied. As described in further detail below, the supports 148 can be configured to adjust the angle (e.g., angle of attack) of the wing 102 to achieve desired lift and / or handling performance. The supports 148 can also further extend or retract the wing 102 into or outside the duct 130. Advantageously, using the supports 148 to connect the wing 102 to multiple ducts 130 can result in a significant reduction in the weight of the aircraft 100. Additionally, in some embodiments, the supports 148 can further connect the wing 102 to the body portion 150 of the aircraft 100.

[0172] Figure 3A and Figure 3BA wing 102, separate from the aircraft 100, is shown. The wing 102 may be generally symmetrical and extend in a Z-shape around a longitudinal axis. The wing 102 may have an outer diameter 112 and an inner diameter 114. The ratio of the outer diameter 112 to the inner diameter 114 may be 2:1 or greater, 3:1 or greater, 4:1 or greater, approximately 3:1, or approximately 4:1. The outer diameter 112 of the wing 102 may be approximately 30 feet, and the inner diameter may be approximately 10 feet. Alternatively, in some embodiments, the outer diameter 112 of the wing 102 may be between twenty and sixty feet. In smaller versions of the aircraft 100 (e.g., a handheld version), the inner diameter 114 may be one to ten inches, and the outer diameter 112 may be three to fifty inches. The body portion 150 may be disposed within the inner diameter 114 of the wing 102. The wing 102 may be made of carbon fiber, aluminum alloy, fabric, wood, magnesium alloy, or any other suitable material.

[0173] The wing 102 can also be divided (e.g., segmented) into individual and independently movable segments. The wing 102 can be decomposed into discrete segments (e.g., 102A, 102B, 102C, 102D), with open spaces or slots between each segment, rather than forming a continuous disk / ring shape. Each segment can be independently mounted to the aircraft 100 and multiple ducts 130 via support members 148. The number of wing segments can correspond to the number of ducts 130 (e.g., the ratio of segmented wing to ducts 130 is 1:1). Therefore, in some cases, the number of wing segments can also correspond to the number of propulsion units 120 (e.g., the ratio of wing segments to ducts 130 to propulsion units 120 is 1:1:1).

[0174] Each wing segment (e.g., 102A, 102B, 102C, 102D) may be independently rotatable or actuable. Each wing segment (e.g., 102A, 102B, 102C, 102D) may be operated by a controller 212, which may actuate a support 148 to move the wing segments. The support 148 may be configured to move the leading edge 104 of the wing upwards or downwards (e.g., longitudinally) and / or translate each wing segment from side to side (e.g., laterally). Each wing segment (e.g., 102A, 102B, 102C, 102D) may each have a variable angle of installation. The support 148 may be configured to independently adjust the angle of each segment of the wing 102 to achieve desired lift and / or handling performance. In some embodiments, each wing segment may be independently rotated from side to side (e.g., horizontally) within a duct 130. Therefore, most of the area of ​​the wing 102 (e.g., the total surface area of ​​the various wing sections 102A, 102B, 102C, 102D) can be shifted from the front side of the aircraft 100 to the rear side of the aircraft 100.

[0175] Figures 4A-4B An exemplary cross-section of one of the ducts 130 of a wing 102 connected to an aircraft 100 is shown, with the wing 102 shown in different angular orientations. The wing 102 may have a first angle of attack (e.g., 0 degrees, 5 degrees) that provides a first angle of attack, which can be used to assist the aircraft 100 in generating vertical lift. The angle of attack is the angle at which air exits the duct 130 and encounters the airfoil. This angle is formed between the chord 116 of the airfoil and its direction relative to the air. Figure 4A The first installation angle shown can provide a first angle of attack, which provides initial lift and allows the multiple propulsion units 120 to operate at optimal speeds to vertically lift the aircraft 100. For example... Figure 4B As shown, the wing section can be rotated to a second angle of attack to provide a second angle of attack smaller than the first angle of attack, and it can provide relatively less lift compared to the first angle of attack.

[0176] Furthermore, by changing the angle of attack of wing 102 (e.g., from 0 degrees to 10 degrees), and thus the angle of attack, aircraft 100 can move in the forward direction. For example, after vertically lifting aircraft 100 at a desired first angle of attack, the angle of attack of one or more sections of wing 102 can be changed by tilting (e.g., moving) to change its angle of attack and associated lift. Due to uneven lift, wing 102 is now tilted in the forward direction (e.g., the leading edge of wing 102 is relatively lower than the first position), and aircraft 100 can move in the forward direction as the plurality of propulsion units 120 deliver airflow to the leading edges 104 of the respective sections of wing 102. As described in more detail below, support 148 can be connected to a controller or processor that can be configured to change the angle of attack of one or more sections of wing 102.

[0177] Example of an additional catheter Figures 5A-5E Examples of different shapes that the conduit 530 can take are shown. The conduit 530 can operate similarly to the conduit 130 of the aircraft 100 discussed above, and can be used in any aircraft described herein (including aircraft 100). The conduit 530 can be J-shaped (see, for example, [reference needed]). Figure 5B ), C-shaped (see, for example) Figure 5C ), L-shaped (see, for example) Figure 5AThe L-shape can be any other orientation that can effectively deliver airflow to the wing (e.g., wing 102 discussed above) to achieve optimal lift with optimal angle of attack while optimizing energy consumption. The L-shape can be an angled L-shape where the angle from inlet to outlet is 30 to 45 degrees, or 35 to 40 degrees, such as 31, 32, 33, 34, 35, 36, 38, 39, 40, 41, 42, 43, 44, or 45 degrees. This angle can be between the longitudinal axis of the inlet and the longitudinal axis of the outlet. In some embodiments, the inlet end 132 of the duct 530 can be configured to extend horizontally, and the propulsion unit 120 mounted to the aircraft can be horizontal. Airflow can be guided to the wing along the curved path of the duct (e.g., L-shaped, J-shaped, or C-shaped) to deliver the desired lift.

[0178] Any of the ducts described herein (including ducts 130 and 530) can be made of a metal frame or another suitable frame to optimize airflow to wing 102 and the weight of aircraft 100 (e.g., carbon fiber, aluminum alloy, etc.). In some embodiments, the ducts may have a smooth outer surface to reduce drag applied to aircraft 100 and the ducts. Although not shown, the ducts can be configured to move (e.g., change their angle relative to the body portion 150 of aircraft 100) to deliver a desired airflow to wing 102 or to receive an optimal amount of air via propulsion unit 120. Additionally, each propulsion unit 120 can be mounted on a swivel and configured to rotate along multiple axes when mounted to multiple ducts 130.

[0179] In some cases, ducts 130, 530 may extend across the entire wingspan of wing 102. At least one of the plurality of ducts 130 may extend from inlet end 132 across the body at a first side of wing 102 and to outlet end 134 located at leading edge 104 of wing 102 (see, for example, [reference needed]). Figure 5D ). Figure 5EThis is a partial perspective view of two ducts 530 with a connecting duct 532 that selectively connects the airflow paths of the two ducts 530 together. The connecting duct 532 fluidly connects the two ducts 530 by selectively opening caps 536A and 534A. The corresponding caps can be moved to open positions 536B and 534B. In this way, airflow from one of the propulsion units 120 can supply air to both ducts, for example, in the event of failure of one of the propulsion units 120. This is merely one example. In some embodiments, multiple ducts can be formed in a larger channel (e.g., a wall structure) 144 with foldable sides. Thus, if one of the propulsion units 120 mounted at the inlet 132 of the duct 130 fails (e.g., stops rotating), the side of the duct 130 configured with the failed propulsion unit 120 can be folded, allowing airflow to be delivered to another area of ​​the wing 102 (achieving one propulsion unit supplying two ducts). Advantageously, this can assist flight and landing in emergency situations (e.g., propulsion unit failure), enabling the aircraft 100 to maintain its flight capability. In other words, in some embodiments, the aircraft can be configured to dynamically (e.g., during flight) "merge" multiple ducts. As an example, if a propulsion unit fails during flight, as a safety mechanism, the aircraft can be configured to merge the duct supplied by the failed propulsion unit with another duct (supplied by the normally functioning propulsion unit).

[0180] Example landing gear Figures 6A-6B Another embodiment of aircraft 600 is shown. Aircraft 600 may have many or all of the same or similar features as aircraft 100, and the same reference numerals are used to refer to the same features. Aircraft 600 includes landing gear and a landing structure 160. The landing structure 160 may include a plurality of outriggers 162 (e.g., tripods) that extend from the underside of aircraft 600 or from a retracted position on the bottom 119 of aircraft 600. The plurality of outriggers 162 may be configured to support aircraft 600 upon landing. In some embodiments, the plurality of outriggers 162 may also be foldable, telescopic, and / or pivotable. Additionally, in some embodiments, a ladder 164 may extend from the main body portion 150 of aircraft 600 to the ground. This may be advantageous in embodiments where a passenger compartment exists and passengers need to enter and exit aircraft 600. The landing structure 160 and / or the ladder 164 may be retractable, for example, by being telescopically and / or rotatably coupled to the main body of aircraft 600. The landing gear or landing structure 160 may include tires or wheels 163. The tires or wheels 163 may be located at the bottom of the plurality of outriggers 162.

[0181] Signal reception, processing and execution Figure 7 An embodiment of a block diagram 200 of an aircraft disclosed herein (e.g., aircraft 100 that can be used in conjunction with the techniques disclosed herein) is shown. Aircraft 100 may have sensors 202, receiver 210, controller 212 or processor, data storage module 213, transmitter 218, power supply 223, motor driver 222, and motor 230. The sensors 202 in aircraft 100 may include at least one of a gyroscope 204, accelerometer 206, magnetometer 208, GPS 209, and / or other sensors 202 (e.g., optical sensors, thermometers, barometers, altimeters, cameras, etc.).

[0182] The system can also allow user input on multiple aspects of the control system. For example, in the main body 150 of the aircraft 100, there may be one or more buttons or control panels that can be operated to make the aircraft 100 fly.

[0183] The controller 212 can also be used to perform specific functions while the device is in flight. In some embodiments, the data storage module 213 may have programming instructions that can be used to instruct flight operations under specific conditions. For example, there may be programming instructions to indicate to the user that the power supply is low and that the aircraft 100 needs to land within a short time.

[0184] Data storage module 213 can store information and data. Data storage module 213 may have read-only memory for process execution programming functions. Data storage module 213 may also have writable memory to store various programming functions. Data storage module 213 does not need to have both read-only memory and writable memory simultaneously.

[0185] Transmitter 218 can be used to receive data from controller 212 or processor to transmit signals to another location (e.g., a computer, a remote server for storage and / or analysis). For example, transmitter 218 can be used to transmit data to an air traffic control center or central hub to examine / analyze flight patterns and characteristics.

[0186] Motor driver 222 can be configured to receive instructions from controller or processor 212, which can be used to adjust the speed, blade pitch, or rotor axis of multiple motors 230 connected to multiple propulsion units 120 of aircraft 100. More than one motor driver 222 can be present to control motors 230 to assist the independent operation of each propulsion unit 120. Motors 230 are connected to motor driver 222 and receive instructions from controller 212 or processor to operate at multiple speeds to lift aircraft 100 and enable it to fly. Although not shown, motor driver 222 can be connected to support 148 to move support 148 to different positions, thereby adjusting the angle of attack of wing 102.

[0187] A power source may also be included within the aircraft 100 to power every component and structure of the aircraft 100. Although no wiring is drawn from the power source to each component, each component is directly or indirectly connected to the power source. The power source 223 may be based on fossil fuels, rechargeable batteries, or a power supply. Solar energy may be utilized. Alternatively, alternative power sources 223 (e.g., solar energy) may exist for powering the aircraft 100.

[0188] Aircraft Operation Methods In some embodiments described herein, a method for enabling an aircraft 100 to fly is disclosed herein. Figure 8 A flowchart illustrating one embodiment of the process for the aircraft 100 disclosed herein is shown. Steps 802 to 808, and 818 and 820, relate to the general startup procedure of the aircraft. To start the aircraft 100 at step 802, the aircraft 100 can be powered by key control, button control, switch, or any other similar means. After starting the aircraft 100, at step 804, the controller 212 or processor can determine whether there is sufficient power to enable the aircraft 100 to fly, whether the sensors 202 are all connected, and whether the motor drivers 222 and motor 230 are operable. At step 806, the aircraft can start the components and sensors 202.

[0189] At step 818, the aircraft 100 can then determine flight requirements based on readings from sensor 202 (e.g., weather, wind speed, aircraft 100 weight). At step 820, after determining what is needed for flight based on sensor 202, the data can be sent to controller 212 or processor. Alternatively, the aircraft 100 can receive input data from a user to determine a flight path or flight commands. Furthermore, at step 808, user input 211 can include selecting (e.g., commands) an autonomous flight path to initiate flight for the aircraft 100. Additionally, the controller can be connected to an autonomous control box 214, which can control (e.g., commands) various aspects of the system based on system reference readings from sensor 202. For example, the user can select a flight destination to send to controller 212, and autonomous control 214 can provide input regarding speed and flight control, as well as propeller operation, which can be based on weather and traffic conditions to optimize the flight experience. Additionally, at step 810, the aircraft 100 can also determine the next steps based on input (e.g., commands) to receiver 210.

[0190] At steps 812 and 814, the commands received by controller 212 can be converted into signals to operate aircraft 100 or execute flight sequences. In some embodiments, the flight device can convert the commands into appropriate signals (e.g., electrical signals). At step 816, controller 212 can process the commands and sensor data to send signals to various components of aircraft 100 (e.g., motors) to manipulate these components. After processing is complete, at step 822, signals can be sent to the components to operate them. Furthermore, not all components need to be driven simultaneously. For example, operating controller 212 may include allocating a defined amount of power or energy to one or more propulsion units 120 based on signals to guide airflow through duct 130, thereby lifting aircraft 100.

[0191] At step 824, the data storage module 213 can also receive processed signals from the controller 212. Additionally, at step 826, the transmitter 218 can receive signals from the controller 212. At step 828, the data storage module 213 can store information and signals to be used later during flight. For example, if the forward speed of the aircraft 100 is not met before a specific time threshold, the flaps 140 can be deployed. The transmitter 218 can transmit the processed signals to another source (e.g., a computer) for further analysis.

[0192] At step 834, motor 230 or motor driver 222 may receive a signal from controller 212 to adjust the speed and / or power delivered to propulsion unit 120. At step 842, motor driver 222 may be activated to signal a specific motor 230 of propulsion unit 120 for operational control. For example, by adjusting the speed of motor driver 222 based on the input signal, the speed of the airflow from propulsion unit 120 can tilt aircraft 100, thereby propelling aircraft 100 forward. Additionally, by adjusting the speed of at least one of motor drivers 222, aircraft 100 can be configured for safe vertical takeoff or landing (e.g., in the absence of excessive turbulence).

[0193] Additionally, although not shown, controller 212 can be coupled to a drive that can adjust the orientation of wing 102 (e.g., change the angle of installation). Therefore, based on the desired speed of aircraft 100, the controller can send a signal to a cable drive that can extend or retract support 148, which can adjust the angle of installation. For example, when aircraft 100 does not move at the desired speed within a predetermined time, the controller can send a signal to the cable drive to adjust the angle of installation of wing 102, thereby increasing the speed of aircraft 100 (e.g., from 5 MPH to 10 MPH).

[0194] At step 844, controller 212 may be coupled to the actuator. At step 846, the actuator may operate flap 140, opening or closing it to a desired degree. For example, when aircraft 100 needs to increase its speed, controller 212 may send a signal to the actuator to open flap 140 to a desired degree, thereby directing airflow from duct 130 to increase the speed of aircraft 100.

[0195] At step 848, controller 212 may be coupled to the actuator. At step 850, the actuator may operate an aileron, flap, or aileron flap located at the trailing edge 106 of wing 102, which may pivot, extend, or retract. For example, when additional lift is required to operate aircraft 100, controller 212 may send a signal to the actuator to extend the flap to increase the camber of wing 102.

[0196] At step 854, controller 212 may be coupled to a drive. At step 856, the drive may control one or more propellers or other types of propulsion units and / or thrusters located below wing 102. The propellers may receive signals from controller 212 to adjust the speed and / or power supplied to the propellers. For example, based on input signals from controller 212 to the drive, the propeller speed is adjusted so that the aircraft 100 can be propelled in a desired direction (e.g., forward).

[0197] At step 858, controller 212 can be coupled to a driver. At step 860, the driver can be coupled to a swivel ring that is connected to multiple blades 122. Therefore, when the driver receives a signal from controller 212, it can adjust the angles of the multiple blades. Controller 212 can also be coupled to a driver connected to each of the individual wing sections (e.g., 102A, 102B, 102C, 102D). After receiving a signal from controller 212, the driver can adjust the angles of the individual wing sections (e.g., 102A, 102B, 102C, 102D) to achieve desired operating characteristics (e.g., lift, tilt, thrust, etc.).

[0198] Figure 9A flowchart illustrating one embodiment of the process for the aircraft 100 disclosed herein is shown. Steps 902-906 generally relate to operating the propulsion units of the aircraft 100. At step 902, the propulsion units 120 may be energized such that they can generate an airflow for short-distance vertical takeoff. At step 904, the airflow generated from the propulsion units 120 may flow through ducts 130. The ducts 130 may be distributed annularly around the central longitudinal axis of the aircraft 100. At step 906, the airflow from each duct 130 may flow to the leading edge 104 of a corresponding region (e.g., a segment, such as segments 105A, 105B, 105C) of the wing 102.

[0199] Additional aircraft examples Figure 10 Another embodiment of the aircraft 1000 is shown. The aircraft 1000 may have many or all of the same or similar features as the aircraft 100, and the same reference numerals are used to refer to the same features. The aircraft 1000 includes one or more propellers 170 (and / or propulsion units, thrusters, etc.) located on the bottom 119 of the aircraft 1000. The propellers 170 can be operated to propel the aircraft 1000 in a desired direction. For example, when the aircraft 1000 is traveling, additional thrust may be desired to increase the airspeed of the aircraft. Therefore, multiple propellers 170 may be able to deliver additional thrust for forward motion. Additionally, one or more propellers 170 can retract into the bottom 119 of the aircraft 1000. When the propellers 170 are not in use, they can be retracted from an extended operating position to a retracted position.

[0200] Figure 11A-11G An additional embodiment of the aircraft 1100 is shown. The aircraft 1100 may have many or all of the same or similar features as the aircraft 100, and the same reference numerals are used to refer to the same features. The wing 102 may be covered with one or more sleeves or sheets, which may be one or more top sleeves 192 and / or one or more bottom sleeves 194 (see, for example, [reference needed]). Figure 11A , Figure 11E-11G The wing 102 may have one or more top sleeves 192 and one or more bottom sleeves 194 simultaneously (see...). Figure 11E The wing 102 may have only one or more bottom sleeves 194 (see...). Figure 11F The wing 102 may have only one or more top sleeves 192 (see...). Figure 11GOne or more sleeves (e.g., top sleeve 192 and bottom sleeve 194) may extend radially, partially or completely, on the top surface 108 and / or bottom surface 110 of the wing 102. Advantageously, the airflow traveling from the outlet end 134 of the duct 130 will travel from the leading edge 104 to the trailing edge 106 in the gap between the top sleeve 192 and / or the bottom sleeve 194.

[0201] Top sleeve 192 and bottom sleeve 194 can enhance ground effect (e.g., the positive effect of lift occurring on an aircraft wing as it approaches the ground due to reduced aerodynamic drag). Top sleeve 192 and bottom sleeve 194 can be configured to further reduce air velocity at the bottom surface 110 of wing 102 to improve lift characteristics by increasing pressure applied to the bottom surface 110. In some embodiments, the wing fabric may be a cloth fabric. Advantageously, top sleeve 192 and bottom sleeve 194 on wing 102 can help reduce weather-related turbulence by optimizing airflow on top surface 108 and / or bottom surface 110 (e.g., by isolating external unstable atmosphere).

[0202] Multiple blades 122 can be coupled to a hub and a motor 230, which can be configured to rotate or change the angle of the multiple blades 122 due to a swivel 123. The multiple blades 122 may have a fixed span (e.g., length). In some cases, the multiple blades 122 may have varying lengths and / or blade pitches to deliver optimal airflow to the duct 130. In some embodiments, the swivel 123 can change the blade pitch.

[0203] refer to Figure 11A The main body 150 may have one or more structural support members 180 (e.g., structural beams or frames) for supporting the wing 102 and connecting it to the aircraft 1100. The one or more structural support members 180 may be static or dynamic. The structural support members 180 are capable of deploying from a retracted configuration to an activated configuration: in the retracted configuration, the aerodynamic lift system attached to it is positioned closer to the main body 150; in the activated configuration, the aerodynamic lift system is positioned radially away from the main body 150, as further described herein (e.g., Figures 52A-52DStructural support member 180 may extend through the vertical centerline or true centerline or center point of aircraft 100 (e.g., the centerline of wing 102 or body portion 150). Additionally, aircraft 1100 may include additional structural support member 180 and / or a base 119 that may extend from one side of wing 102 to its opposite side on the bottom surface 110. Furthermore, structural support member 180 may have support member 182 that extends to the middle region of the bottom surface 110 of wing 102. Advantageously, structural support member 180 may serve as a base for bottom surface 110, which can help transfer lift generated at wing 102 to aircraft 1100. An additional advantage of the base 119 is that it enhances the aerodynamic performance of aircraft 1100 during flight (forward motion). In some embodiments, the structural beam may be hydraulic. The advantage of a hydraulic structural beam is that the wing 102 can bend or move to a desired position due to varying angles of attack at its leading edge, effectively transferring lift to the aircraft 100. Additionally, although not shown, sleeves 192 and 194 can be made of or covered with fixed or retractable solar panels. One advantage of the top sleeve 192 and / or bottom sleeve 194 with solar panels is that they can generate electricity during storage or flight. The solar panels can be used to recharge the aircraft (e.g., motors, components, batteries, etc.).

[0204] In some embodiments, wing 102 may have a variable wingspan (e.g., variable outer diameter). Depending on conditions or desired operating characteristics, wing 102 may increase or decrease its diameter. Advantageously, this helps to deliver desired lift, stability, or maneuverability to aircraft 1100. In some embodiments, wing 102 may include movable (e.g., extendable or retractable) flaps 113 on its trailing edge, which can increase or decrease the wingspan (see...). Figure 11D Flaps 113 can also rotate from one side to the other (e.g., from a left position to a right position). Flaps 113 can deflect downwards at a desired angle (e.g., 15 degrees), which can improve lift. Flaps 113 can also be coupled to actuators 117 that control flap movement. Flaps 113 can also deflect downwards to increase drag. For example, when the aircraft 1100 can travel at a high speed, flaps 113 can deflect downwards to increase drag, thereby rapidly reducing the aircraft's speed. Additionally, the varying profile of flaps 113 can help generate more lift during takeoff and can allow for improved maneuverability during landing. Flaps 113 can be any type of flap (e.g., flat flaps, split flaps, slotted flaps, etc.) that can provide stability and help maneuver the aircraft 1100 to optimize wing profile shape.

[0205] In some embodiments, the wing 102 may have an aileron 115 mounted on the top surface 108 near the trailing edge 106 (see [link]). Figure 11C Aileron 115 can deflect upwards or downwards to change the shape, profile, or camber of wing 102. Aileron 115 can also be coupled to actuator 118 that controls the deflection of aileron 115. Advantageously, by actuating aileron 115 upwards to change the profile of a segment of wing 102 (e.g., increasing wing area, increasing camber, or curvature of wing 102), aircraft 1100 can receive more segmented lift at a desired speed, which can assist in turning or specific directional movement. In some embodiments, aileron 115 can be differential ailerons (e.g., one aileron 115 deflects upwards at a greater angle than the other aileron 115 deflects downwards). For example, when aircraft 1100 rolls left, the leftmost aileron 115 can deflect upwards, while the rightmost aileron 115 can deflect downwards at a greater angle than the leftmost aileron 115. In the case of right roll, the rightmost aileron 115 can deflect upwards, while the leftmost aileron 115 can deflect downwards at a greater angle than the rightmost aileron 115. In some embodiments, the ailerons 115 are connected to a controller 212, which can send signals to the ailerons 115 to adjust their orientation. The ailerons 115 can be coupled (e.g., hinged) to the outermost edge of the wing 102 and can form the original shape of the airfoil profile when not actuated. The ailerons 115 can be located on each individual wing segment (e.g., 102A, 102B, 102C, 102D) and can be multiple ailerons (e.g., aileron 115A, aileron 115B, aileron 115C, aileron 115D).

[0206] Alternative wing shapes In various embodiments of the aircraft disclosed herein, one or more wings or wing segments are positioned around the central cabin to form a configuration that is generally circular, toroidal, toroidal, triangular, square, rectangular, hexagonal, polygonal, circular, etc. Figure 12A and Figure 12B Two specific exemplary embodiments of such wings are shown. Specifically, Figure 12A and Figure 12B These are top views of wings 1202a and 1202b, respectively. Wings 1202a and 1202b may be similar to wing 102 described above, and the same reference numerals are used to refer to the same components. In some embodiments, such as Figure 12A As shown, wing 1202a can be triangular. In some embodiments, such as Figure 12B As shown, wing 1202b can be polygonal or hexagonal. The advantage of multiple different wing shapes is that they can allow aircraft 1100 to achieve desired flight characteristics. Wing 102 can have a wingspan 129 extending along the trailing edge 106 or outer edge of wing 102.

[0207] Wing 102 can be multiple wings 102 stacked on top of each other (e.g., see...). Figure 22A Therefore, multiple wings 102 can be mounted to the duct 130 and can receive airflow at the leading edge 104. Each of the multiple wings 102 can have a different wingspan (outer diameter) to improve the lift and maneuverability characteristics of the aircraft 1100.

[0208] Additionally, although not shown, the wing 102 may have one or more solar panels attached (e.g., fixed) to a portion of the wing 102 (e.g., top surface 108 and / or bottom surface 110) for generating solar energy. In some embodiments, the wing 102 may be made of one or more solar panels. When energy generation is not required, the solar panels may be retractable (e.g., returned to the interior space of the wing 102). One advantage of one or more solar panels is that they can store and generate energy during flight and / or in storage. Energy from one or more solar panels can be used to power aircraft components, motors, and / or controllers.

[0209] An exemplary aircraft with a central rotor and a non-distributed airflow duct Figures 13A-13C and Figure 14 Another embodiment of the aircraft 1300 is shown. The aircraft 1300 may have many or all of the same or similar features as the aircraft 100 or any other aircraft disclosed herein, and the same reference numerals are used to refer to the same features. The aircraft 1300 includes a propulsion unit 1320 mounted along the longitudinal centerline Z of the aircraft 1300 and a duct 1330 configured to receive air from the propulsion unit 1320. Additionally, the propulsion unit 1320 may be located centrally and / or above the main body portion 1350. The propulsion unit 1320 may be configured to draw in airflow (e.g., from above the aircraft) and deliver the airflow to the inlet end 1332 of the duct 1330. Furthermore, the propulsion unit 1320 may be mounted vertically and / or downwardly to deliver airflow to the duct 1330. Airflow (e.g., ambient airflow) may be delivered from the outlet end 1334 of the duct 1330 to the leading edge 104 of the wing 102. Airflow can initially be directed to the leading edge 104 of wing 102 and travel over the top surface 108 and bottom surface 110 to generate lift, similar to the more detailed description above regarding aircraft 100. In this embodiment, the outlet end 1334 of duct 1330 can be generally annular to provide airflow to the generally annular leading edge 104 of wing 102. Other embodiments may design the duct outlet and / or wing shape in different ways.

[0210] Continue to refer to Figures 13A-13C and Figure 14 In some embodiments, one or more solar panels 1396 may be placed on wing 102. One or more solar panels 1396 may be positioned along the top surface 108 of wing 102 and spaced circumferentially along wing 102. One or more solar panels 1396 may also be positioned, or alternatively, along the exterior of duct 1330 or along the exterior of a larger channel (e.g., wall structure) 1344, or may be placed anywhere else on the aircraft that may be exposed to sunlight. In some embodiments, the solar panels may be fixed, and in some embodiments, the solar panels may be retractable. Furthermore, some embodiments may include deployable solar panels that can be stored when not needed and deployed when needed (e.g., by covering a portion of the aircraft with solar panels, and / or by a pop-out deployment support for an array of solar panels away from the main body of the aircraft). An advantage of one or more solar panels 1396 is that it provides additional power to the battery. Additionally, one or more solar panels 1396 may serve as an auxiliary power source 223 to power the aircraft 1300. Another advantage of having one or more solar panels is that the aircraft can reach more distant areas (such as for search and rescue or air ambulance missions) without being stranded due to power outages. For example, the aircraft could fly to the middle of the Arizona desert, stay in the sun for hours or days, and then fly back to a nearby power resupply point. The addition of solar panels is not limited to... Figures 13A-13C and Figure 14 In some embodiments, the solar panel may also be included in any other aircraft embodiments disclosed herein.

[0211] The aircraft 1300 may also have one or more proximity sensors 1397 located on the top surface 108 and / or bottom surface 110 of the aircraft 1300 and / or elsewhere. The proximity sensors 1397 may be configured to determine the position of the aircraft 1300 in space and / or the proximity of the aircraft 1300 to obstacles. For example, the proximity sensor 1397 may be configured to determine the distance of the proximity sensor 1397 from the ground. Furthermore, the proximity sensor 1397 may be configured to determine the distance of the aircraft 1300 to other objects (e.g., objects, other aircraft, buildings, etc.). The proximity sensors may utilize any suitable technology, such as radar, ultrasound, infrared, machine vision, laser, etc. The addition of proximity sensors is not limited to... Figures 13A-13C and Figure 14 In some embodiments, proximity sensors may also be included in any other aircraft embodiments disclosed herein.

[0212] An exemplary aircraft with a central rotor and distributed airflow ducts Figures 15A-15C and Figure 16Another embodiment of the aircraft 1500 is shown. The aircraft 1500 may have many or all of the same or similar features as the aircraft 1300 or any other aircraft disclosed herein, and the same reference numerals are used to refer to the same features. The aircraft 1500 includes a single propulsion unit 1520 that supplies airflow to a plurality of ducts 1530, replacing a single propulsion unit that supplies airflow to a single duct. The single propulsion unit 1520 may be centrally positioned on the aircraft 1500. Alternatively, the propulsion unit 1520 may be located at the center and / or above the main portion 1550. The single propulsion unit 1520 may be configured to draw in airflow and deliver that airflow to the inlet end 1532 of the plurality of ducts 1530. Additionally, the single propulsion unit 1520 may be mounted in a vertical and / or downward direction to deliver airflow to the plurality of ducts 1530. Airflow (e.g., ambient airflow) may be delivered from the outlet end 1534 of the plurality of ducts 1530 to the leading edge 104 of the wing 102. The airflow can first be delivered to the leading edge of 104 and travel on the top surface 108 and the bottom surface 110.

[0213] In some embodiments, the plurality of ducts 1530 may be configured to deliver airflow to specific regions of the wing 102. For example, when a single propulsion unit 1520 delivers airflow to the plurality of ducts 1530 (e.g., four ducts in this embodiment, but a different number of ducts in other embodiments), the airflow may reach specific sections of the wing 102 (e.g., one or more of sections 102A, 102B, 102C, 102D). Additionally, the wing 102 may have ailerons 115 mounted on the top surface 108 near the trailing edge 106. The ailerons 115 may deflect upwards or downwards to alter the shape, profile, or camber of the wing 102. The ailerons 115 may also be coupled to an actuator 118 that controls the deflection of the ailerons 115. By actuating the ailerons 115 in the upward direction to alter the profile of a segment of wing 102 (e.g., increasing wing area, increasing the camber or curvature of wing 102), aircraft 1500 can receive more segmented lift at a desired speed, which can assist in turning or specific directional movements. Advantageously, this can allow for enhanced control and maneuverability of aircraft 1500 when it has a single propulsion unit 1520.

[0214] Similar to the discussion above regarding aircraft 1300, in some embodiments, one or more solar panels 1596 may be mounted on wing 102. The one or more solar panels 1596 may be positioned along the top surface 108 of wing 102 and spaced circumferentially along wing 102. The one or more solar panels 1596 may also be positioned along the exterior of duct 1530 or along the exterior of a larger channel (e.g., wall structure) 144. An advantage of having one or more solar panels 1596 is that they can provide additional power to the battery. Additionally, the one or more solar panels 1596 can serve as an auxiliary power source 223 to power aircraft 1500.

[0215] Similar to the above, referring to aircraft 1300, aircraft 1500 may also have one or more proximity sensors 1597 located on the top surface 108 and bottom surface 110 of aircraft 1500. The one or more proximity sensors 1597 may be configured to determine the position of aircraft 1500 in space. For example, the one or more proximity sensors 1597 may be configured to determine the distance of the proximity sensors 1597 from the ground. Furthermore, the one or more proximity sensors 1597 may be configured to determine the distance of aircraft 1300 from other objects (e.g., objects, other aircraft, buildings, etc.).

[0216] Exemplary aircraft with parachutes Figure 17 Another embodiment of aircraft 1700 is shown. Aircraft 1700 may have many or all of the same or similar features as aircraft 100 or any other aircraft disclosed herein, and the same reference numerals are used to refer to the same features. A parachute may be deployed from aircraft 1700 to assist landing (and / or enable a safe landing in an emergency, such as in the event of a power outage). In some cases, parachute 1772 may be located above or within the main body portion 150 before activation. When activated, parachute 1772 may be deployed and unfold from the top of the main body portion 150. Advantageously, parachute 1772 may be deployed when aircraft 1700 is rapidly descending or when one or more of the propulsion units 120 fail and the aircraft rapidly loses altitude. Some embodiments may include multiple parachutes instead of a single parachute. In some implementations, parachute 1772 may be attached to another part of the aircraft using one or more tethers, cables, ropes, etc.

[0217] Exemplary aircraft with inflatable landing gear Figure 18Another embodiment of the aircraft 1800 is shown. The aircraft 1800 may have many or all of the same or similar features as the aircraft 100 or any other aircraft disclosed herein, and the same reference numerals are used to refer to the same features. An inflatable landing gear 1867 may be located on or near the bottom surface of the aircraft 1800. The inflatable landing gear 1867 can be deployed and inflated from the bottom region of the aircraft 1800. Additionally, the inflatable landing gear 1867 may be coupled to a pump or another inflation device that provides the required airflow to inflate the inflatable landing gear 1867. Advantageously, by placing the inflatable landing gear 1867 on the bottom 119 of the aircraft 1800, the aircraft 1800 is able to safely land on water when the inflatable landing gear 1867 is engaged.

[0218] An exemplary aircraft with a slender body and longitudinal wings Figure 19 Another embodiment of aircraft 1900 is shown. Aircraft 1900 may have many or all of the same or similar features as aircraft 100 or any other aircraft disclosed herein, and the same reference numerals are used to refer to the same features. Aircraft 1900 includes two lifting bodies, which are depicted as wings 1902 extending longitudinally along the sides of aircraft 1900, rather than wings extending circumferentially around the aircraft. Aircraft 1900 may have multiple propulsion units 1920, multiple ducts 1930, and a main body portion 1950, which may be empty or may accommodate a payload bay, passenger cabin, cockpit, etc.

[0219] In some embodiments, the main body portion 1950 may be tubular, cylindrical, or other shapes, and may extend along the longitudinal axis of the aircraft 1900. The main body portion 1950 may have a front portion 1952 and a rear portion. The front portion 1952 and the rear portion 1954 and / or the top of the aircraft may have one or more rotors 1928 (and / or one or more inlets or outlets of ducts connected to the rotors). The one or more rotors 1928 may deliver airflow from the front portion 1952 to the rear portion 1954 (e.g., through ducts passing therebetween) to move the aircraft 1900 in a forward direction. Alternatively, the one or more rotors 1928 may deliver airflow from the top of the aircraft to the rear portion 1954 (e.g., through ducts passing therebetween) to move the aircraft 1900 in a forward direction. Additionally, the main body portion 1950 may house a passenger cabin. The aircraft 1900 may also have one or more solar panels 1996 located in the main body portion 1950 or elsewhere.

[0220] In some embodiments, duct 1930 is coupled to body portion 1950. Duct 1930 extends from a sidewall of body portion 1950. Multiple ducts 1930 may extend from inlet end 1932 to outlet end 1934. Additionally, in some embodiments, the length or shape of the multiple ducts 1930 may be configured to provide a desired airflow to wing 1902 coupled to outlet end 1934. The multiple ducts 1930 may have a propulsion unit 1920 coupled to the inlet end 1932 of the multiple ducts 1930. Propulsion unit 1920 can deliver airflow to the leading edge of wing 1902 through the multiple ducts 1930. The airflow can travel over top 1908 of wing 1902 and reach trailing edge 1906. The multiple ducts 1930 may be contained within one or more wall channels 1944. Wall channels 1944 may be positioned along the sidewall of body portion 1950. One or more walled channels 1944 may be L-shaped, J-shaped, or other shapes, and may extend the entire length of the tubular body 1950, or may not extend the entire length.

[0221] In some embodiments, one or more solar panels 1996 may be placed on the main body 1950. The advantage of one or more solar panels 1996 is that they provide additional power to the battery. Additionally, one or more solar panels 1996 may serve as an auxiliary power source 223 to power the aircraft 1900.

[0222] Exemplary aircraft with crescent-shaped wings Figures 20A-20C and Figure 21 Another embodiment of the aircraft 2000 is shown. The aircraft 2000 may have many or all of the same or similar features as aircraft 100 or any other aircraft disclosed herein, and the same reference numerals are used to refer to the same features. The aircraft 2000 has two crescent-shaped lifting bodies depicted as wings 2002. In other words, the aircraft 2000 may include portions of the wings 102 of aircraft 100, wherein portions of the wings 102 of aircraft 100 are removed. The two crescent-shaped wings 2002 may be located on opposite sides of the aircraft 2000, respectively. In this embodiment, each wing 2002 may span approximately 90 degrees of the circular outer contour of the aircraft 2000. In other embodiments, each of one or more wings 2002 may span between 45 and 150 degrees of the circular outer contour of the aircraft 2000. The two crescent-shaped wings 2002 may have a trailing edge 2006, a top 2008, and a bottom 2010. The two crescent-shaped wings 2002 can also have a main body 2050.

[0223] The aircraft 2000 may also have one or more ducts 2030 (e.g., four, five, six, seven, etc.). One of the propulsion unit 2020 (e.g., 2020A) and the duct 2030 (e.g., 2030A) may be located at the rear of the aircraft 2000 (and / or configured to direct airflow rearward). The duct 2030A at the rear of the aircraft 2000 may be coupled to the propulsion unit 2020A, which can deliver airflow from the inlet end 2032 to the outlet end 2034 via the duct 2030. The airflow exiting the outlet end 2034 at the rear of the aircraft 2000 can propel the aircraft 2000 forward. Advantageously, one or more other ducts 2030 may receive airflow from other propulsion units 2020. The other propulsion units 2020 may deliver airflow from the inlet end 2032 to the outlet end 2034 and to the leading edge 2004 of one or more wings 2002. Other propulsion units 2020 and one or more ducts 2030 can be configured to change altitude, pitch, roll, and yaw to maneuver the aircraft 2000 in a desired direction, similar to those described above with reference to other embodiments. Additionally, each propulsion unit 2020 can also operate independently. By independently operating the rear propulsion unit 2020A, the aircraft 2000 can be propelled forward, while the other propulsion units 2020 can be used to stabilize flight in response to turbulence, strong winds, payload and / or passenger movement, etc.

[0224] Exemplary wing configuration and splitter Figures 22A-22D Examples of different configurations of the lifting body, depicted as wing 2202 and duct 2230, are shown. Wing 2202 and duct 2230 can operate in a similar manner to wing 102 and duct 130 of the aircraft 100 described above, and can be used in conjunction with any aircraft described herein, including aircraft 100. In some embodiments, duct 2230 can be coupled to one or more wings 2202 (see...). Figure 22A The wings 2202 can be vertically spaced apart or stacked within or near the duct 2230. Thus, each stacked wing 2202 can receive airflow from the outlet end 2234 of the duct 2230 at its leading edge 2204. Such a stacking configuration can, for example, improve the efficiency of the aircraft.

[0225] Wing 2202 may be coupled to (or positioned adjacent to) splitter 2224, which is located near the top 2208 of wing 2202 (see...). Figure 22B ) and / or near the bottom of the wing 2210 (see Figure 22CThe splitter 2224 can be configured to deflect airflow at the trailing edge 2206 upwards or downwards. Advantageously, the splitter 2224 can be configured to prevent airflow from being directed radially outwards during landing, for example, to prevent airflow from being blown onto objects around the aircraft during landing. For example, when the splitter 2224 is located above the top 2208 of the wing 2202, the splitter 2224 can rotate downwards to direct airflow in a downward direction at the trailing edge 2206. In an embodiment where the splitter 2224 is located at the bottom 2210 of the wing 2202, the splitter 2224 can rotate upwards to direct airflow in an upward direction at the trailing edge 2206. Additionally, the splitter 2224 can be connected to a pivot actuator 2225, which can control the splitter 2224 and rotate a section of the splitter 2224 upwards or downwards.

[0226] Splitter 2224 can be designed to prevent airflow delivered to the trailing edge 2206 of wing 2202 and along the top 2208 and / or bottom 2210 from being obstructed. For example, when the aircraft (e.g., aircraft 100) is traveling in the forward direction, splitter 2224 can block the incoming ambient airflow at the trailing edge 2206 of wing 2202. Advantageously, when the aircraft (e.g., aircraft 100) is moving in a desired direction (e.g., the forward direction), blocking the incoming airflow at the trailing edge 2206 with splitter 2224 can improve maneuverability and stability.

[0227] The diffuser 2224 can also be translated along the duct 2230 in forward and backward (or outward and inward) directions. The diffuser 2224 can be coupled to the outside of the duct 2230 near the outlet end 2234. Advantageously, the diffuser 2224 can be translated forward and backward to bring the airflow closer to or further away from the trailing edge 2206 of the wing 2202. In some embodiments, the diffuser 2224 can be translated along the duct 2230 along a track coupled to the duct 2230.

[0228] refer to Figure 22DIn some embodiments, the duct 2230 may have an outlet end 2234 that is larger (e.g., wider) than the inlet end 2232. Additionally, the wing 2202 may be completely contained within or mounted within the outlet end 2234 (or the leading edge of the wing may be completely contained within or mounted within the outlet end 2234). The propulsion unit 2220 may guide airflow from the inlet end 2232 to the outlet end 2234 through a widened profile (e.g., a tapered profile) of the duct 2230 to allow airflow to reach the leading edge 2204 of the wing 2202. The cross-sectional area of ​​the outlet end 2234 may be larger than that of the inlet end 2232. The cross-sectional area of ​​the inner channel defined by the duct 2230 may gradually increase along at least a segment of the duct 2230 or along the entire length of the duct 2230 from the inlet end 2232 to the outlet end 2234. The duct 2230 can be J-shaped, C-shaped, L-shaped, or any other orientation that can effectively deliver airflow to the wing 2202 to achieve optimal lift at the optimal angle of attack while optimizing energy consumption. In some embodiments, the opening area of ​​the outlet end 2234 can be at least twice the opening area of ​​the inlet end 2232. Alternatively, the outlet end 2234 can be at least 1.5 times larger than the inlet end 2232. The outlet end 2234 can be between one-quarter and three times larger than the inlet end 2232. Thus, the duct 2230 can deliver airflow over a wing with a large surface area. The wing 2202 can be partially located outside the outlet end 2234. In some embodiments, the wing 2202 can be completely located outside the outlet end 2234.

[0229] Exemplary aircraft with stacked wings Figures 23A-23B Another embodiment of the aircraft 2300 is shown. The aircraft 2300 may have many or all of the same or similar features as the aircraft 100 or any other aircraft disclosed herein, and the same reference numerals are used to refer to the same features. The aircraft 2300 has multiple different annular arrangements of ducts 2330, 2331 and propulsion unit 2320.

[0230] In other words, the aircraft 2300 may have: a first section of duct 2330 and a propulsion unit 2320 that can provide airflow to a first lifting body depicted as a first wing 2302B (e.g., a bottom wing); and a second section of duct 2331 and a propulsion unit 2320 that can provide airflow to a second lifting body depicted as a second wing 2302A (e.g., a top wing). Wings 2302A and 2302B may have leading edges 2304A, 2304B and trailing edges 2306A, 2306B. The first section of duct 2330 may be located radially outside the body 2350 along a first annular path. The second section of duct 2331 may be located radially outside the first section of duct 2330 along a second annular path. In this embodiment, there are two wings 2302A, 2302B, which may be positioned in a stacked manner, with 2302A on top of 2302B. Other embodiments may utilize different arrangements of ducts intended to supply different wings (including, but not limited to, arrangements that position the ducts intended to supply different wings within the same generally annular space, rather than radially positioning one set of ducts outside another). For example, the number of ducts 2330 and 2331 may each be one, two, three, four, five, six, seven, eight, nine, ten, eleven, twelve, or more. There may be two, three, four, five, or more duct segments. As another example, there may be one, two, three, four, five, six, seven, eight, nine, ten, or more wings 2302. The duct 2330 in the first segment may be offset at an angle about a central longitudinal axis from the duct 2331 in the second segment (as shown). In some embodiments, the duct 2330 may be angularly aligned with some or all of the ducts 2331.

[0231] The first section of conduit 2330 may have a longer conduit length than the second section of conduit 2331. Therefore, in some embodiments, the first section of conduit 2330 may have an inlet end 2332 positioned above the inlet end 2337 of the second section of conduit 2331. Additionally, the first section of conduit 2330 may have an outlet end 2334 positioned below the outlet end 2338 of the second section of conduit 2331. The shorter length of the second section of conduit 2330 can increase the air velocity exiting the outlet end 2338 because the air in conduit 2331 may experience less friction and turbulence. Furthermore, by positioning the second section of conduit 2331 below the first section of conduit 2330, the air intake at inlet end 2337 can be increased (e.g., compared to an orientation where inlet ends 2332 of conduit 2330 and inlet ends 2337 of conduit 2331 are flush). In some embodiments, inlet end 2332 may be positioned above or at the same height as inlet end 2337. In some embodiments, outlet end 2334 may be positioned above or at the same height as outlet end 2338. The inlet end 2337 and outlet end 2338 of the second section of conduit 2331 may have a smaller diameter than the diameter of the inlet end 2332 and outlet end 2334 of the first section of conduit 2330. The first section of conduit 2330 may be formed in a larger channel (e.g., a wall structure) 2344. In some embodiments, the second section of conduit 2331 may be formed in a second larger channel (e.g., a second wall structure) 2345.

[0232] Multiple propulsion units 2320 are configured to deliver airflow from the inlet end 2332 of duct 2330 and the inlet end 2337 of duct 2331 to guide the airflow to the leading edges 2304A and 2304B of wings 2302A and 2302B. The airflow generated by the propulsion units 2320, traveling through the first section of duct 2330 and the second section of duct 2331, can be delivered to the leading edges 2304A and 2304B and travel on the top surfaces 2308A and 2308B and the bottom surfaces 2310A and 2310B. Due to the curved profile of the top surface 2308, the airflow flowing from the leading edges 2304A, 2304B to the trailing edges 2306A, 2306B and along the top surfaces 2308A, 2308B travels at a faster speed than the airflow flowing along the bottom surfaces 2308A, 2308B, resulting in lower air pressure acting on the upper part of the wing compared to the pressure on the bottom surface 2310. Furthermore, the airflow traveling on the leading edge 2304A and top surface 2308A of the wing 2302A can be greater than the airflow traveling on the leading edge 2304B and top surface 2308B of the wing 2302B. Advantageously, by having a stacked wing configuration (e.g., 2302A above 2302B), the total lift capacity of the aircraft 2300 can be increased, allowing the aircraft 2300 to carry heavier payloads without increasing the wingspan of the wings 2302A, 2302B.

[0233] Figures 24A-24BAnother embodiment of the aircraft 2400 is shown. The aircraft 2400 may have many or all of the same or similar features as aircraft 100, 2300, or any other aircraft disclosed herein, and the same reference numerals are used to refer to the same features. The aircraft 2400 has multiple different annular arrangements of ducts 2430, 2431 and propulsion unit 2420 (conceptually similar to the arrangement of ducts in the aircraft 2300 discussed above). In other words, the aircraft 2400 may have: a first section of duct 2430 and propulsion unit 2420 that can provide airflow to a first lifting body depicted as a first wing 2402B (e.g., a bottom wing); and a second section of duct 2431 and propulsion unit 2420 that can provide airflow to a second lifting body depicted as a second wing 2402A (e.g., a top wing). The first section of duct 2430 may be located radially outward of body 2450. The second section of duct 2431 may be located radially outside the first section of duct 2430. In this embodiment, there are two wings 2402A and 2402B, which may be positioned in a stacked manner, with 2402A above 2402B. Similar to the aircraft 2300 discussed above, other embodiments may utilize other arrangements of ducts intended to supply different wings (including, but not limited to, arrangements that position ducts intended to supply different wings within the same generally annular space, rather than radially positioning one set of ducts outside another set of ducts).

[0234] In the aircraft 2400, the first section of duct 2430 may be flush with the second section of duct 2431 (e.g., positioned at the same altitude in the Z direction). The first section of duct 2430 may have a longer length than the second section of duct 2431. Therefore, the first section of duct 2430 may have an outlet end 2434, which is positioned below the outlet end 2438 of the second section of duct 2431. The shorter length of the second section of duct 2430 can increase the air velocity exiting the outlet end 2438 because the air in duct 2431 may experience less friction and turbulence. The inlet end 2437 and outlet end 2438 of the second section of duct 2431 may have a smaller diameter than the inlet end 2432 and outlet end 2434 of the first section of duct 2430. The first section of duct 2430 may be formed in a larger channel (e.g., a wall structure) 2444. In some embodiments, the second segment of the conduit 2431 may be formed in a second larger channel (e.g., a second wall structure) 2445.

[0235] Multiple propulsion units 2420 are designed to deliver airflow from the inlet end 2432 of duct 2430. The inlet end 2437 of duct 2431 is designed to deliver airflow to the leading edges 2404A and 2404B of wings 2402A and 2402B. The airflow generated by the propulsion units 2420, traveling through the first section of duct 2430 and the second section of duct 2431, can be delivered to the leading edges 2404A and 2404B and travel on the top surfaces 2408A and 2408B and the bottom surfaces 2410A and 2410B. Due to the curved profiles of the top surfaces 2408A and 2408B, the airflow flowing from the leading edges 2404A and 2404B to the trailing edges 2406A and 2406B and along the top surfaces 2408A and 2408B travels at a faster speed than the airflow flowing along the bottom surfaces 2408A and 2408B. This results in lower air pressure acting on the upper part of the wing compared to the pressure experienced by the bottom surfaces 2410A and 2410B. Furthermore, the airflow traveling along the leading edge 2404A and top surface 2408A of the wing 2402A can be greater than the airflow traveling along the leading edge 2404B and top surface 2408B of the wing 2402B. Advantageously, by having a stacked wing configuration (e.g., 2402A above 2402B), the total lift capacity of the aircraft 2300 can be increased, and the aircraft 2300 can carry heavier payloads without increasing the wingspan of the wings 2302A and 2302B.

[0236] Exemplary aircraft with alternative wingtip shapes and diffusers Figures 25A-25B Additional embodiments of aircraft 2500 and 2501 are shown respectively. Aircraft 2500 and 2501 may have many or all of the same or similar features as aircraft 100 or any other aircraft disclosed herein, and the same reference numerals are used to refer to the same features. For example, one or more solar panels 2596 may be placed along the exterior of duct 2530 or along the exterior of a larger channel. Additionally, aircraft 2500 may have a body 2550. In aircraft 2500 and 2501, the airflow at the trailing edge 2506 of the lifting body, depicted as wing 2502, is configured to flow inward and / or deflect toward the longitudinal centerline Z of aircraft 2500 and 2501.

[0237] Multiple propulsion units 2520 are configured to deliver airflow from inlet end 2532 to outlet end 2534 and leading edge 2504 of wing 2502. The airflow can travel along the top surface 2508 and bottom surface 2510 of wing 2502. Aileron 2515 (see...) Figure 25AThe aileron 2515 may have a curved shape (e.g., C-shaped) and may be configured to allow airflow on the top surface 2508 of the wing and to direct airflow at the bottom surface 2510 downward and toward the longitudinal centerline of the aircraft 2500. The tip (or trailing edge 2506) of the aileron 2515 may be curved toward the centerline of the aircraft 2500.

[0238] Wing 2502 can be connected to (or positioned adjacent to) splitter 2524 near the top surface 2508 of wing 2502 (see... Figure 25B Splitter 2524 can be connected to wing 2502 via connecting member 2527. Splitter 2524 can be configured to deflect airflow downward at trailing edge 2506. Advantageously, splitter 2524 can be configured to prevent airflow from being directed radially outward during landing, for example, to prevent airflow from being blown onto objects around the aircraft during landing. For example, when splitter 2524 is located above the top surface 2508 of wing 2502, splitter 2524 can rotate downward to direct airflow downward at trailing edge 2506.

[0239] Splitter 2524 can be configured to prevent airflow delivered to trailing edge 2506 and along top surface 2508 and bottom surface 2510 from being obstructed. For example, when splitter 2524 is traveling in the forward direction, it can block the incoming ambient airflow at trailing edge 2506 of wing 2502. Advantageously, blocking the incoming airflow at trailing edge 2506 with splitter 2524 when the aircraft 2500 is moving in a desired direction (e.g., forward direction) can improve maneuverability and stability.

[0240] Exemplary aircraft with multi-part wings Figure 26-27E Additional embodiments of aircraft 2600 and its components are shown. Aircraft 2600 may have many or all of the same or similar features as aircraft 100 or any other aircraft disclosed herein, and vice versa, and the same reference numerals are used to refer to the same features. In aircraft 2600, a multi-component lifting body (e.g., an airfoil or wing) is employed, wherein the additional lifting body, depicted as additional wing 2672, is spaced apart from the main wing or first wing 2602. Furthermore, as further described, the wing may be more angled to a vertical orientation. Wing 2602 or additional wing 2672 may have an annular shape having an overall outer diameter 2612 of five to 25 feet, 10 to 20 feet, 10 to 15 feet, approximately 13.5 feet, or 13.5 feet.

[0241] Multiple propulsion units 2620 are configured to deliver airflow from inlet ends 2632 to outlet ends 2634 of multiple ducts 2630 and leading edge 2604 of wing 2602. The multiple propulsion units 2620 may be ducted fans of 10 to 30 inches, 15 to 25 inches, or 20 inches in diameter (any other suitable size propulsion unit may be used in the specific application). The multiple propulsion units 2620 may be designed to generate thrust at the inlet ends 2632 of the multiple ducts 2630 to deliver airflow to wing 2602. The multiple ducts 2630 may be placed within a larger channel 2644. The multiple propulsion units 2620 may be angled (e.g., angled at the outer edges of the multiple propulsion units 2620), which may improve the airflow delivered to the multiple ducts 2630.

[0242] The multiple ducts 2630 may also have an outer wall 2646. The outer wall 2646 may define the outer boundary of the airflow through the ducts 2630. The outer wall 2646 may be located inside the wall of the larger channel 2644. The outer wall 2646 may define a profile. This profile may be configured to maintain or optimize the airflow velocity at the outlet end 2634 (e.g., reduce airflow, thrust, and / or power losses due to the turning of the multiple ducts 2630 between the inlet end 2632 and the outlet end 2634). For example, the outer wall 2646 may have a curved profile, which may be designed to reduce the frictional force applied to the airflow (e.g., this frictional force may reduce the airflow velocity at the outlet end 2634, resulting in a lower-velocity airflow being delivered to the wing 2602). The outer wall 2646 may allow the intermediate region of the multiple ducts 2630 to have a smaller width or area than the inlet end 2632 and / or the outlet end 2634.

[0243] Airflow can travel along the top 2608 and bottom surface 2610 of wing 2602. Aileron 2615 can be configured to allow airflow over the top 2608 of the wing and can direct airflow downward and relatively inward (e.g., more toward the longitudinal centerline of aircraft 2600). Aileron 2615 can deflect upward and / or downward (e.g., rotate and / or translate) to change the shape, profile, or camber of wing 2602. Aileron 2615 may have the same or similar features and functions as other ailerons described herein (e.g., aileron 115) and vice versa.

[0244] An addendum wing 2672 may be attached to or positioned adjacent to the top 2608 of wing 2602. The addendum wing 2672 may be upwardly spaced and laterally distancing (e.g., radially outward) from wing 2602 (e.g., upwardly and distancing from the top 2608). A portion of the addendum wing 2672 may be located above the aileron 2615 of wing 2602. Figure 27BAs shown, the leading edge 2674 may be radially inside the trailing edge 2606. Alternatively, the entire add-on wing 2672 may be positioned upward and away from (e.g., further away along the longitudinal axis) the aircraft 2600, such that the leading edge 2674 of the add-on wing 2672 is radially outside the trailing edge 2606.

[0245] The additional wing 2672 may have a top surface 2678, wherein the top surface 2678 may have a curved profile. The additional wing 2672 may have a bottom surface 2688, wherein the bottom surface 2688 may have a flatter surface relative to the top surface 2678. Therefore, when viewing the cross-sectional profile of the additional wing 2672, the additional wing 2672 may have an airfoil profile. The additional wing 2672 may be configured to generate additional lift from airflow at the trailing edge 2606. For example, the airflow may travel to the additional wing 2672 as it exits the exit end 2634 and flows over the top 2608. In some embodiments, it may be advantageous to have a thicker wing 2602, wherein the wing 2602 may have a thickness chord ratio (e.g., t / c ratio) of approximately 0.24, approximately 0.12, or 0.1 to 0.25, or 0.15 to 0.3, or 0.2 to 0.28. The wing 2602 may have a thickness chord ratio of approximately 0.20 or less (e.g., 0.19, 0.18, 0.17, 0.16, 0.15, 0.14, 0.13) or 0.10 or less (e.g., 0.09, 0.08, 0.07, 0.06).

[0246] In some embodiments, an airflow traveling over the top 2608 of wing 2602 can be directed to the leading edge 2674 of the auxiliary wing 2672. The airflow can initially be directed to the leading edge 2674 and can travel over both the top surface 2678 and the bottom surface 2688. The leading edge 2674 can be located approximately 10% to 50% above the top 2608 of wing 2602 (e.g., 10% to 50% of the distance measured from the midpoint of the top 2608 to the trailing edge 2606 of wing 2602). Therefore, air can flow from the top 2608 to the leading edge 2674 of the auxiliary wing 2672.

[0247] The additional wing 2672 may have a trailing edge 2676 positioned on the same horizontal axis as the trailing edge 2606. The trailing edge 2676 may be positioned radially outward of the trailing edge 2606.

[0248] The leading edge 2674 of the auxiliary wing 2672 may be radially outside the leading edge 2604 of the wing 2602. In at least some embodiments, the leading edge 2674 of the auxiliary wing 2672 is radially inside the trailing edge 2606 of the wing 2602. The auxiliary wing 2672 may be thinner than the wing 2602, wherein the auxiliary wing 2672 is 20%-70% thinner than the wing 2602 (e.g., relative to thickness 2621). As used herein, "thinner" may refer to the relationship between the maximum thicknesses of the two wings.

[0249] The airflow traveling from the leading edge 2674 to the trailing edge 2676 and along the top surface 2678 is faster than the airflow traveling along the bottom surface 2688. Due to the flatter profile of the bottom surface 2688 (e.g., relative to the top surface 2678), the airflow from the leading edge 2674 to the trailing edge 2676 and along the bottom surface 2688 can flow at a relatively lower speed. The pressure difference between the bottom surface 2688 and the top surface 2678 generates additional lift, which can be transferred to the aircraft 2600. Advantageously, positioning the additional wing 2672 above and away from the wing 2602 can improve the generated lift (e.g., by 12%, or 10% or more, or 8% or more) compared to embodiments of the aircraft 2600 without the additional wing 2672.

[0250] In some embodiments, positioning the additional wing 2672 above and away from the wing 2602 can improve the performance of the aircraft 2600 by 5%-7% compared to an aircraft without the additional wing 2672. Therefore, the performance of the wing 2602 can be improved by adding the additional wing 2672, which in turn can increase the lift generated by the aircraft 2600. In some embodiments, the positioning of the additional wing 2672 above and away from the wing 2602 can increase the generated lift by 5%-20% compared to embodiments of the aircraft 2600 without the additional wing 2672.

[0251] In some embodiments, the thickness of wing 2602 can be reduced by placing an additional wing 2672 above and away from wing 2602. For example, adding an additional wing 2672 allows wing 2602 to be relatively thin, wherein wing 2602 can have a thickness chord ratio (e.g., t / c ratio) of 0.12 or less (e.g., 0.10, 0.09, 0.08, 0.07, 0.06, 0.05, etc.) and generate sufficient force to lift aircraft 2600. Furthermore, by reducing the thickness chord ratio of wing 2602, wing 2602 can occupy less space at the opening of the duct (e.g., the thickness of wing 2602 is much smaller). Therefore, reducing the thickness chord ratio can reduce the back pressure generated at the outlet ends 2634 of the plurality of ducts 2630 due to the thinner wing 2602. In some embodiments, by reducing the thickness chord ratio, the thrust generated by each propulsion unit 2620 can be increased by approximately 12%, or 10% or more, or 8% or more compared to an aircraft embodiment with a larger thickness chord ratio (e.g., 0.24) and without additional wings 2672.

[0252] Attachment wing 2672 may have any of the other attachment wings or flow surfaces described herein (e.g., wing 2202 (see, for example)). Figure 22A ) or shunt 2224 (see, for example) Figure 22B The same or similar features or functions, and vice versa.

[0253] In some embodiments, the geometry or configuration of the outer wall 2646 can improve the lift generated by the wing 2602. The plurality of ducts 2630 may each have a turning angle 2637, also known as a bend angle or duct angle. The turning angle 2637 can improve the maximum lift generated by the plurality of propulsion units 2620 (e.g., the turning angle 2637 can be optimized to generate lift by directing airflow to the wing 2602). The turning angle 2637 can refer to the direction in which the propulsion units direct thrust to the inlet ends 2632 of the plurality of ducts 2630 (e.g., ...). Figure 29B Line 2937A) and the outlet end 2634 of multiple conduits 2630 guide the direction of airflow (e.g., Figure 29BThe angle difference between lines 2937B in the diagram. Therefore, the turning angle 2637 can indicate the angle by which the airflow from the multiple propulsion units 2620 bends (e.g., changes direction) as it travels through the duct 2630 from the inlet end 2632 to the outlet end 2634. For example, if the multiple propulsion units 2620 guide the airflow vertically downwards (e.g., parallel to the longitudinal axis of the aircraft 2600) and the multiple ducts 2630 discharge the airflow vertically downwards (e.g., at the outlet end 2634), then the turning angle 2637 will be zero degrees. In another example, if the multiple ducts 2630 guide the airflow vertically downwards through the inlet end 2632 and the multiple ducts 2630 discharge the airflow horizontally at the outlet end 2634, then the turning angle 2637 will be ninety degrees.

[0254] In some embodiments, the turning angle 2637 can be in the range of 32 degrees to 45 degrees. Alternatively, the turning angle can be zero degrees, five degrees or greater, ten degrees or greater, 15 degrees or greater, 20 degrees or greater, 25 degrees or greater, 30 degrees or greater, 35 degrees or greater, fifty degrees or less, fifty degrees or less, sixty degrees or less, sixty-five degrees or less, seventy degrees or less, seventy-five degrees or less, eighty degrees or less, eighty-five degrees or less, or ninety degrees or less. The turning angle 2637 can correspond to a 50%-60% improvement in lift generated by the plurality of propulsion units 2620.

[0255] Typically, for the test surface of the concept disclosed herein, within a rotation angle range of 0 to 90 degrees (also referred to as the "duct angle"), there exists an angle range in which the total vertical lift generated by the combination of the thrust of the propulsion unit and the lift generated by the airfoil is higher than the lift generated by the propulsion unit alone. An example of this effect can be found in... Figure 29E The graph shows that as the steering angle increases from 0, there may be a slight loss in efficiency; however, as the steering angle increases further, the total lift increases beyond the lift generated by the propulsion unit alone (i.e., beyond the lift at 0 angle). However, once the steering angle increases further, efficiency begins to decrease, eventually resulting in the total lift being less than the lift generated by the propulsion unit alone (i.e., the lift at 0 angle). Tests have found that the region where the total lift is greater than the lift generated by the propulsion unit alone can be approximately 32 to 45 degrees. However, this is not always the case; design and configuration variations can cause the upper and lower boundaries of this range to differ depending on the specific application scenario.

[0256] like Figure 26As further shown, the aircraft 2600 may also have a landing gear assembly 2660. The landing gear assembly 2660 may have multiple outriggers extending downwards and allowing the aircraft to roll or rest on the ground. The landing gear assembly 2660 may also include one or more wheels that allow the aircraft 2600 to travel along the ground. The aircraft 2600 may also include one or more battery packs 2639. The one or more battery packs 2639 are capable of powering the operating system of the aircraft 2600 and multiple propulsion units 2620. The battery packs 2639 may extend in a ring around the central portion 2650 of the aircraft 2600.

[0257] Figures 27A-27E Different configurations of wing 2602 are shown, which is coupled to or adjacent to one of a plurality of ducts 2630 at an outlet end 2634. The outlet end 2634 may have a diameter or opening or a height 2635, which may assist in providing a desired airflow to the leading edge 2604. Wing 2602 may have a variety of parameters that determine the lift characteristics of the aircraft 2600. For example, wing 2602 may have a chord 2616 or chord length, which represents the distance from the leading edge 2604 to the trailing edge 2606. In some embodiments, chord 2616 forms an angle of no more than 45 degrees relative to a reference axis of the system (e.g., a vertical axis or an axis aligned with the gravity vector). The reference axis may be the central axis Z of the vehicle or system (see, for example, the central axis Z of the vehicle or system). Figure 2 In some embodiments, the chord 2616 may form an angle with respect to the reference axis of no more than 40 degrees, no more than 35 degrees, no more than 30 degrees, no more than 25 degrees, no more than 20 degrees, no more than 15 degrees, no more than 10 degrees, or no more than 5 degrees. Additionally, the wing 2602 may have a maximum thickness 2621 as shown in the figure.

[0258] The wing 2602 may have an angle of attack 2603, which corresponds to the angle between the chord 2616 and the direction in which the airflow leaves the exit end 2634. The additional wing 2672 may also have a thickness (e.g., thickness 2691), a chord (e.g., chord 2689), and an angle of attack (e.g., angle of attack 2673), as discussed further below.

[0259] In some embodiments, the thickness 2621 of the wing 2602 has a ratio of 0.08 to 0.16, 0.09 to 0.15, 0.10 to 0.14, 0.11 to 0.13, or 0.12 relative to its chord 2616 (e.g., a t / c ratio of 0.12). The distance between the wing 2602 and the exit end 2634 can also vary (see, for example, see...). Figure 27E(and related descriptions). Additionally, the dimensions of wing 2602 can be determined based on various dimensionless parameters, which may include, for example, the ratio (e.g., H / c) between the height 2635 of multiple ducts 2630 at the exit end 2634 and the chord 2616, and / or the distance 2627 by which the airfoil (e.g., wing 2602) is offset from the exit end 2634 (see...). Figure 27E The ratio between 2672 and chord 2616 (e.g., D / c). i) The distance between the additional wing 2672 and wing 2602 is the same as the ratio between 2689 and chord 2689 of the additional wing 2672, which may be approximately 2:1, 3:2, 1:1, 2:3, 1:2, 2:5, 1:4 or 1:5.

[0260] The horizontal distance between the auxiliary wing 2672 and the wing 2602 can be measured from the leading edge 2604 or trailing edge 2606 to the leading edge 2674 or trailing edge 2676, respectively. This horizontal distance can be at least 50%, at least 60%, at least 70%, at least 80%, or at least 90% of the chord 2616 length of the radially inward wing 2602 closer to the duct outlet.

[0261] In some embodiments, the propulsion unit 2620 may be an electric propulsion unit capable of delivering at least 600 N of thrust, or up to 660 N of thrust, and / or at least 30 kW of power or 36 kW of power. In some embodiments, the propulsion unit 2620 may have a housing with a radius of 10 inches. In some embodiments, the housing may have a radius of 8 inches to 20 inches. The plurality of blades 2622 of the propulsion unit 2620 may have a rotational speed range or RPM (revolutions per minute) range between 4,500 and 6,500 RPM (e.g., the plurality of blades 2622 rotate at 4,500 to 6,500 RPM). The plurality of blades 2622 may include eleven blades with a central body having a radius of 0.25''. The blade chord of the plurality of blades 2622 is approximately two inches. Alternatively, the blade chord of the plurality of blades 2622 may be one inch to five inches. The plurality of blades 2622 may also have a linear twist at the tip or root. The plurality of blades 2622 may have a linear twist extending along the chord of the plurality of blades 2622. Furthermore, the multiple blades 2622 can have linear twists at their tips. For example, the multiple blades 2622 can have a 75-degree twist at their roots (e.g., the bases of the multiple blades 2622). The multiple blades 2622 can have a 35-degree twist at their tips. Additionally, when the multiple propulsion units 2620 rotate at approximately 5,500 RPM, they can generate a mass flux of 12.5 kg / s, a vertical force of approximately 660 N, and a power of approximately 36 kW.

[0262] exist Figures 27A-27CIn this configuration, the ratio (e.g., t / c) of the thickness 2621 to the chord 2616 of the wing 2602 allows the height or thickness of the wing 2602 to occupy approximately half of the opening height 2635 at the duct outlet end 2634. Alternatively, the thickness-to-chord ratio of the wing 2602 can be less than... Figures 27A-27C The thickness-to-chord ratio in (see, for example) Figure 27D The wing 2602 may have only about one-quarter of the height or thickness of the opening or height 2635 occupying the exit end 2634. The wing 2602 may have only about one-fifth of the height or thickness of the opening or height 2635 occupying the exit end 2634. The wing 2602 may be positioned at the lower end of the exit end 2634. The leading edge 2604 may be located at a specific distance from the bottom of the duct's exit, for example, five percent or less, ten percent or less, fifteen percent or less, twenty percent or less, twenty-five percent or less, thirty percent or less, thirty-five percent or less, forty percent or less, or fifty percent or less of the height of the opening 2635 measured from the bottom of the duct's exit. The relatively low positioning of the wing may allow a majority (e.g., eighty percent or more, ninety percent or more, or ninety-five percent or more) of the airflow exiting the exit end 2634 to flow over the top wing 2608.

[0263] In some embodiments, wing 2602 may be positioned vertically at or near the outlet end 2634, which may allow for a more uniform distribution of airflow from the outlet end 2634 onto both the top 2608 and bottom surface 2610 of wing 2602 (e.g., compared to when wing 2602 is positioned below the outlet end 2634). Additionally, the thickness chord ratio (e.g., t / c) of the additional wing 2672 may be similar to (e.g., 0.12, 0.06, etc.) the thickness chord ratio (e.g., thickness 2691 to chord 2689) of wing 2602. The thickness chord ratio (e.g., t / c) of the additional wing 2672 may be smaller than the thickness chord ratio of wing 2602.

[0264] In some embodiments, the additional wing 2672 may have a smaller height or thickness 2691 than the wing 2602. The ratio between the thickness 2691 of the additional wing 2672 and the thickness 2621 of the wing 2602 may be approximately 2:3 or less, 1:2 or less, 2:5 or less, 1:3 or less, 2:7 or less, or 1:4 or less. The additional wing 2672 may have a smaller height or thickness 2691 than the wing 2602. The additional wing 2672 may have a smaller chord 2689 than the chord 2616 of the wing 2602. The ratio between the chord 2689 of the additional wing 2672 and the chord 2616 of the wing 2602 may be approximately 2:3 or less, 1:2 or less, 2:5 or less, 1:3 or less, 2:7 or less, or 1:4 or less. Alternatively, the additional wing 2672 may have the same chord 2689 as the chord 2616 of the wing 2602.

[0265] The chord 2689 of the additional wing 2672 may be angled relative to the chord 2616 of the wing 2602, wherein the relative angle between the two chords (i.e., chord 2689 and chord 2616) is approximately ten degrees. In some embodiments, the relative angle between the two chords may be 5 degrees or less, 15 degrees or less, 20 degrees or less, 25 degrees or less, 30 degrees or less, or 40 degrees or less. The relative angle between the two chords may be between 5 and 50 degrees.

[0266] The additional wing 2672 may have an angle of attack (β) 2673 different from the angle of attack (α) 2603 of the wing 2602. For example, the angle of attack 2603 of the wing 2602 may be smaller than the angle of attack 2673 of the additional wing 2672. In some embodiments, the angle of attack 2603 may be equal to the angle of attack 2673. The angle of attack 2673 of the additional wing 2672 may be optimized to generate desired lift from the airflow flowing through the top 2608 of the wing 2602. In some embodiments, the difference between the angle of attack 2673 of the additional wing 2672 and the angle of attack 2603 of the wing 2602 may be approximately 1 degree or less, 5 degrees or less, 15 degrees or less, 20 degrees or less, 25 degrees or less, 30 degrees or less, or 40 degrees or less. In some embodiments, one or both of the angles of attack (e.g., angles of attack 2673 and angle of attack 2603) may be adjustable. One or both of the wings 2602 and the auxiliary wings 2672 can be rotated to adjust the angle of attack (e.g., angle of attack 2603 and angle of attack 2673), for example, via the actuation of actuators.

[0267] like Figure 27EAs shown, the leading edge 2604 of wing 2602 can be horizontally spaced or offset by a distance 2627 from the exit end 2634. The distance 2627 can be determined to reduce back pressure at the exit end 2634, which can improve lift characteristics. Given other system parameters, the distance 2627 can be optimized to improve lift characteristics. For example, i) the ratio of D = the distance 2627 between the leading edge 2604 and the exit end 2634 to ii) the chord 2616 (e.g., the "D / c ratio") can be at least 1, or at least 1.5. In some embodiments, the D / c ratio can be 0 to 1, less than 0.5, less than 0.75, less than 1, or less than 2. The specific D / c ratio can depend on the size and scale of the application of the aerodynamic lift system.

[0268] The positioning of wing 2602 can be optimized using a desired D / c ratio (e.g., distance 2627 to chord 2616) and an "H / c" ratio (e.g., H = altitude 2635 to c = chord 2616). As the H / c ratio decreases, the lift generated by aircraft 2600 may decrease. In some cases, reducing the H / c ratio from 0.8 to 0.4 or 0.25 will reduce the lift generated by aircraft 2600. In some embodiments, adjusting the D / c ratio (e.g., increasing / decreasing) may not significantly affect the lift generated by aircraft 2600. Drag generated by wing 2602 may be affected by the D / c ratio. In some examples, a smaller H / c ratio (e.g., 0.2) can increase the drag experienced by aircraft 2600.

[0269] In some embodiments, the optimal characteristics of the aircraft 2600 are determined by taking into account the profile of the wing 2602 (e.g., chord, airfoil profile, angle, distance, etc.), the profile of the outer wall 2646 of the multiple ducts 2630, and the pressure generated at the leading edge 2604.

[0270] Figures 28A-28C It is a diagram of theoretical and model-based data based on the selected parameters of the aircraft 2600 (such as t / c ratio, H / c ratio, D / c ratio). Figure 28A Figure 2802 shows a comparison of the predicted lift coefficient (CL) and the angle of attack (AOA) of wing 2602 for different H / c ratios, generated through correlation equation analysis and computational fluid dynamics (CFD) computer models. Lines 2804 and 2805 show model-based and theoretical data for an H / c ratio of 1.6, respectively. Lines 2806 and 2807 show model-based and theoretical data for an H / c ratio of 0.8, respectively. As shown, the theoretical and model-based data correspond closely to each other. For example, for an H / c ratio of 1.6, lines 2805 and 2804 correspond to each other (e.g., following similar trends / slopes). Similarly, for an H / c ratio of 0.8, lines 2807 and 2806 correspond to each other.

[0271] Figure 28B The trend 2810 shows the predicted drag coefficient of wing 2602 relative to angle of attack (AOA) based on different combinations of H / c ratio and D / c ratio. For example, line 2812 shows the expected drag based on the angle of attack of wing 2602 when the H / c ratio is 0.25 and the D / c ratio is 0. Line 2814 shows the expected drag based on the angle of attack of wing 2602 when the H / c ratio is 0.4 and the D / c ratio is 0. Line 2816 shows the expected drag based on the angle of attack of wing 2602 when the H / c ratio is 0.8 and the D / c ratio is 0. Line 2818 shows the expected drag based on the angle of attack of wing 2602 when the H / c ratio is 1.6 and the D / c ratio is 1.

[0272] Figure 28C Figure 2820 shows how the lift coefficient and H / c ratio vary with the wing angle of attack for different combinations of H / c. (See figure 2820) Figure 28C As shown, the maximum lift coefficient relative to the H / c ratio is relatively insensitive to the angle of attack of wing 2602 (e.g., it does not change). Therefore, it is advantageous to maintain a small angle of attack for wing 2602 to achieve a large lift-to-drag ratio. For example, line 2822 shows the relationship between the lift coefficient and H / c when the H / c ratio is 0.8 and the D / c ratio is 0. Line 2824 shows the relationship between the lift coefficient and H / c when the H / c ratio is 0.8 and the D / c ratio is 0.2. Line 2826 shows the relationship between the lift coefficient and H / c when the H / c ratio is 0.8 and the D / c ratio is 0.3. Line 2828 shows the relationship between the lift coefficient and H / c when the H / c ratio is 0.4 and the D / c ratio is 0.0. Line 2830 shows the relationship between the lift coefficient and H / c when the H / c ratio is 0.8 and the D / c ratio is 0.1. Line 2832 shows the relationship between the lift coefficient and H / c when the H / c ratio is 0.4 and the D / c ratio is 0.15.

[0273] Example of an additional catheter Figures 29A-29D Additional embodiments of one or more catheters 2930 are shown, and Figure 29E A diagram illustrating how lift is affected by the duct turning angle (also known as the duct angle or duct angle) is shown. The duct 2930 may have many or all of the same or similar features as the duct 130 or any other duct disclosed herein, and vice versa, and the same reference numerals are used to refer to the same features. The duct 2930 may have different shapes or profiles (e.g., turning angles) to deliver optimal airflow to the airfoil (e.g., airfoil 2902) and / or optimize the resulting lift.

[0274] Figures 29A-29DOne or more conduits 2930 with a bend 2937 are shown. In some embodiments, the conduit 2930 may have multiple bends 2937. The bend 2937 is the angle between lines 2937A and 2937B. Line 2937A represents a direction parallel to and defined by the channel of the conduit at the inlet end 2932, which is substantially the same as the direction of airflow delivered to the inlet end 2932 by the propulsion unit (e.g., propulsion unit 2620). Line 2937B represents a direction parallel to and defined by the channel of the conduit at the outlet end 2934, which is substantially the same as the direction of airflow at the outlet end 2934. The bend 2937 is as follows: Figure 29B The measurements were taken as shown in the side view of the catheter. Figure 29C and Figure 29D Straight lines 2937A and 2937B are also shown, but offset from the duct channel for clarity. In some embodiments, the angle 2937 can be 25 to 40 degrees, 28 to 38 degrees, 30 to 35 degrees, 32 degrees, or approximately 32 degrees. In other embodiments, the angle 2937 can be 90 degrees or less. Additionally, the angle 2937 can be 32 to 90 degrees. For example, the angle can be 45 degrees or less, 50 degrees or less, 55 degrees or less, 60 degrees or less, or 65 degrees or less. One advantage of optimizing the angle 2937 is that it can improve the combined vertical force obtained by the aircraft system (e.g., aircraft 2600) and reduce turbulent airflow (e.g., delivering laminar airflow at the exit end 2934).

[0275] The inlet end 2932 of the duct 2930 may have an opening or diameter corresponding to the diameter of a fan or propulsion unit (e.g., propulsion unit 2620). For example, the size and shape of the inlet end 2932 may be designed to accommodate a propulsion unit (e.g., propulsion unit 2620) with a diameter of twenty inches. The outlet end 2934 of the duct 2930 may have a vertical (relative to the orientation of the opening) height 2935 of six to twenty-two inches, eight to twelve inches, nine to eleven inches, ten inches, 10.5 inches, or approximately 10.5 inches. Height 2935 is the vertical distance at the opening of the outlet end 2934, perpendicular to line 2937B and measured at the cross-sectional opening of the outlet end 2934. Furthermore, the height 2935 of the outlet end 2934 may be designed or optimized for a specific airfoil 2902 design. For example, the airfoil 2902 may have a chord of approximately two feet. The leading edge 2904 may be located at or near the outlet end 2934.

[0276] The add-on wing 2972 ​​can be attached to or positioned adjacent to airfoil 2902. The add-on wing 2972 ​​can be spaced upward and laterally (e.g., radially outward) from airfoil 2902 (e.g., upward and away from airfoil 2902). The leading edge 2974 can be radially inward of the trailing edge 2906. Alternatively, the entire add-on wing 2972 ​​(e.g., leading edge 2974 and trailing edge 2976) can be positioned upward and away from (e.g., further along the longitudinal axis) of the aircraft, such that the leading edge 2974 of the add-on wing 2972 ​​is radially outward of the trailing edge 2906.

[0277] As mentioned above, Figure 29E A graph showing the amount of combined lift generated by the propulsion unit and the airfoil's duct-based rotation angle 2937 is shown. For example, the combined lift generated can vary as the rotation angle 2937 changes from 0 degrees to 90 degrees. In some embodiments, a rotation angle 2937 of approximately or close to 32 to 45 degrees can generate the maximum combined lift. Additionally, a rotation angle 2937 of zero degrees can generate a significant amount of lift relative to other rotation angles 2937 close to zero degrees. As the rotation angle 2937 increases above zero degrees, the airfoil's contribution to lift results in a combined lift higher than that that could be obtained from the propulsion unit alone. As the rotation angle 2937 increases above 32 or 45 degrees, or beyond some intermediate value, the combined lift generated by the airfoil 2902 and the propulsion unit may decrease.

[0278] Figures 30A-30F Additional embodiments of one or more ducts 3030 are shown. The duct 3030 may have many or all of the same or similar features as the duct 130 or any other duct disclosed herein, and vice versa, and the same reference numerals are used to refer to the same features. The duct 3030 may have different shapes or profiles (e.g., angle 3037) to deliver optimal airflow to the airfoil (e.g., airfoil 3002). The angle 3037 is the angle between line 3037A (which indicates the direction of airflow into inlet end 3032) and line 3037B (which indicates the direction of airflow out of outlet end 3034).

[0279] Figures 30A-30B A catheter 3030 with a bend 3037 is shown. The catheter 3030 may have the same or similar features as the catheter 2930, or vice versa, unless otherwise stated. Figure 30EA cross-sectional view of a duct 3030 with an approximately 45-degree bend is shown. The outlet end 3034 may have a height 3035 of approximately 10.5 inches. In some embodiments, the outlet end 3034 may have a height 3035 of 6 inches to 22 inches. Furthermore, the height 3035 of the outlet end 3034 may be designed or optimized for a specific airfoil 3002 design. For example, the airfoil 3002 may have a chord of approximately two feet. The airfoil 3002 may have an outer diameter of 13.5 feet (e.g., a diameter measured from the trailing edge 3006 of the airfoil 3002, which passes through the center point or axis centerline of the airfoil 3002).

[0280] Figure 30C and Figure 30D The catheter 3030 is shown with an approximately 90-degree bend 3037. Figure 30F A cross-sectional view of a duct 3030 with an approximately 45-degree bend 3037 is shown. The outlet end 3034 may have a height 3035 of approximately 10.5 inches. In some embodiments, the outlet end 3034 may have a height 3035 of 6 inches to 22 inches. Furthermore, the height 3035 of the outlet end 3034 may be designed or optimized for a specific airfoil 3002 design. For example, the airfoil 3002 may have a chord 3016 of approximately two feet. The airfoil 3002 may have an outer diameter of 13.5 feet (e.g., a diameter measured from the trailing edge 3006 of the airfoil 3002, which passes through the center point or axis centerline of the airfoil 3002).

[0281] The conduit 3030 may also have an outlet end 3034, whose cross-sectional area is larger than that of the inlet end 3032. The ratio of the area of ​​the outlet end 3034 to the area of ​​the inlet end 3032 may be 1.25:1 or less, 1.5:1 or less, 1.75:1 or less, 2:1 or less, 2.25:1 or less, 2.5:1 or less, 3:1 or less, or 5:1 or less. The inlet end 3032 may be circular or other circular shapes. The outlet end 3034 may be rectangular, square, or other segmented shapes. The outlet end 3034 may have a shape corresponding to the shape of the airfoil 3002.

[0282] Figure 30E An addendum wing 3072 is shown that can be attached to or positioned adjacent to airfoil 3002. The addendum wing 3072 may be spaced upward and laterally (e.g., radially outward) from airfoil 3002 (e.g., upward and away from airfoil 3002 and leading edge 3004). Leading edge 3074 may be radially inward of trailing edge 3006. Alternatively, the entire addendum wing 3072 (e.g., leading edge 3074 and trailing edge 3076) may be positioned upward and away from (e.g., further along the longitudinal axis) of the aircraft, such that leading edge 3074 of addendum wing 3072 is radially outward of trailing edge 3006.

[0283] The add-on wing 3072 may have a curved profile. The add-on wing 3072 may be configured to generate additional lift from the airflow at or near the trailing edge 3006. The add-on wing 3072 may also be configured to generate additional lift from the airflow at or near the mid-section of the airfoil 3002. For example, the airflow can travel to the add-on wing 3072 as the airflow exits the outlet end 2634 and flows over the airfoil 3002. The airfoil 3002 may have an angle of attack 3003, corresponding to the angle between the chord 3016 and the direction in which the airflow exits the outlet end 3034. The angle of attack may be positive. It may be 0 to 75 degrees, 0 to 50 degrees, 0 to 30 degrees, 10 to 75 degrees, 10 to 50 degrees, 10 to 30 degrees, or 10 to 20 degrees. During flight, the angle of attack can be adjusted as the lifting body rotates relative to the direction of the "free flow" of air exiting the duct outlet. Furthermore, string 3016 may be angled relative to a reference axis of the system or vehicle (e.g., as described with respect to string 2016 and...). Figures 27A-27E (As shown). Similarly, this angle between chord 3016 and the reference axis can change as the lifting body rotates, etc.

[0284] Figures 31A-31D One or more catheters 3130 with an inlet lip 3148 are shown. Figure 31A A side view of one or more catheters 3130 having an inlet lip 3148 is shown. Figure 31BA detailed view of the outlet end 3134 of one or more ducts 3130 is shown. The airfoil 3102 may have a leading edge 3104 and a trailing edge 3106. The airfoil 3102 may have an angle of attack 3103, corresponding to the angle between the chord and the direction in which the airflow leaves the outlet end 3134. The inlet lip 3148 may provide a smooth transition surface for the airflow into the inlet end 3132. The inlet lip 3148 may be an elliptical lip, which may provide improved airflow from the inlet end 3132 to the outlet end 3134. The horizontal width of the inlet lip 3148 may be greater than the vertical height of the lip. Furthermore, the inlet lip 3148 may be designed to provide better-conditioning or more laminar airflow into one or more propulsion units. Compared to a duct 3130 without the inlet lip 3148, the airflow from the inlet lip 3148 through the inlet end 3132, one or more ducts 3130, and the outlet end 3134 may have improved lift characteristics. For example, the inlet lip 3148 can improve the performance of a propulsion unit (e.g., propulsion unit 120) compared to one or more ducts 3130 without the inlet lip 3148. In some embodiments, the performance of a propulsion unit coupled to one or more ducts 3130 having the inlet lip 3148 can be about 20%-40% higher than that of a propulsion unit without the inlet lip 3148. In some embodiments, the inlet lip 3148 may be angled, which can improve airflow from the inlet end 3132 to the outlet end 3134 (e.g., less turbulent airflow). An additional wing 3172 having a leading edge 3174 and a trailing edge 3176 may also be positioned radially outward of the airfoil 3102.

[0285] Figure 31C-31DImproved airflow characteristics of one or more ducts 3130 are depicted. Due to the inlet lip 3148, one or more ducts 3130 can have a smoother airflow velocity field at the inlet end 3132. Additionally, due to the inlet lip 3148, such airflow flowing through one or more ducts 3130 can result in greater induced lift. The airflow from the inlet end 3132 may be more laminar (e.g., smoother) and faster closer to the centerline of one or more ducts 3130, and vice versa closer to the boundaries or inner walls of one or more ducts (e.g., at the inner walls of one or more ducts 3130, where the airflow is slower). Combining the inlet lip 3148 with a bend 3137 can further improve the lift that can be generated by reducing the risk of turbulence or separated flow within the duct. For example, one or more ducts 3130 with a bend 3137 of approximately 32 degrees and an inlet lip 3148 can result in an improvement of the vertical thrust-to-power ratio of approximately 8.5%. Additionally, when airfoil 3102 is positioned near (e.g., away from approximately 0 inches) the exit end 3134, a 32-degree swivel angle 3137 can provide an improvement of approximately 12% in the vertical thrust-to-power ratio compared to a baseline fan. The swivel angle 3137 is the angle between line 3137A (which indicates the direction of airflow into the inlet end 3132) and line 3137B (which indicates the direction of airflow out of the exit end 3134).

[0286] Figures 32A-32D Additional embodiments of one or more conduits 3230 are shown. Conduits 3230 may have many or all of the same or similar features as conduit 130 or any other conduit disclosed herein, and vice versa, and the same reference numerals are used to refer to the same features. Conduits 3230 may have one or more blades that can improve airflow at the inlet end 3232 or outlet end 3234 of one or more conduits 3230.

[0287] Figures 32A-32D One or more conduits 3230 are shown, designed to generate a more uniform airflow at the inlet end 3232 and the outlet end 3234. The conduits 3230 are shown partially transparent to allow for a clearer view of their internal structure. Figure 32AOne or more ducts 3230 are shown, which may include one or more blades 3239 (e.g., deflector blades 3239) positioned at or within an inlet end 3232. The one or more blades 3239 are capable of removing rotating airflow entering the duct 3230. The one or more blades 3239 may be positioned adjacent to the inlet end 3232. The one or more blades 3239 may include eight blades extending radially and angularly spaced within the inlet end 3232. The one or more blades 3239 may be positioned below (e.g., beneath) one or more of a plurality of propulsion units to create a smooth transition (e.g., laminar flow) of air from the inlet end 3232 to the outlet end 3234. The one or more blades 3239 may also be rectangular and extend from the outer wall of the one or more ducts 3230 toward the axial centerline of the one or more ducts 3230.

[0288] Figure 32B The outlet end 3234 of the conduit 3230 is shown, which has one or more additional blades or deswirl blades 3243 positioned therein. Figure 32C and 32D A duct 3230 is shown, which may simultaneously include a deswirl vane 3243 at an outlet end 2334 and a vane 3239 at an inlet end 3232. An additional wing 3272 having a leading edge 3274 and a trailing edge 3276 may also be positioned radially outward of the airfoil 3202 (e.g., leading edge 3204 and / or trailing edge 3206). The deswirl vane 3243 may extend from a location within one or more ducts 3230 toward (e.g., adjacent to) the outermost edge or opening of the outlet end 3234. The deswirl vane 3243 may be angled relative to the walls of one or more ducts 3230, such that the airflow generated by the multiple propulsion units and flowing through the one or more ducts 3230 is more laminar and has a more uniform velocity at the outlet end 3234. Deswirl vanes 3243 positioned at the exit end 3234 may include multiple deswirl vanes 3243 (e.g., 2, 3, 4, 6, 8, 10, etc.) designed to deliver a more uniform flow to the airfoil 3202. The deswirl vanes 3243 may be one or more rectangular plates extending from the bottommost part of the exit end 3234 of one or more ducts 3230. Additionally, the deswirl vanes 3243 may be positioned around (e.g., radially around) the exit end 3234 to deliver a more uniform airflow to the airfoil 3202. In some embodiments, by including deswirl vanes 3243, pressure buildup that may occur at the exit end 3234 due to the airfoil 3202 being positioned close to or adjacent to the exit end 3234 can be reduced, which can improve the lift of the aircraft.

[0289] Figures 33A-33CAn additional embodiment of one or more conduits 3330 with openings 3347 is shown. Conduits 3330 may have many or all of the same or similar features as conduit 130 or any other conduit disclosed herein, and vice versa, and the same reference numerals are used to refer to the same features. Conduit 3330 may have one or more openings 3347 at its outlet end 3334, which may improve airflow to airfoil 3302.

[0290] Figures 33A-33C The outlet end 3334 of one or more conduits 3330 is shown, which may include one or more openings 3347, which are shown as multiple holes (only for clarity are shown). Figure 33A and Figure 33B (Some of the openings in 3347 are marked in the middle). Figure 33A An outlet end 3334 with one or more openings 3347 is shown. Figure 33B A perspective view of one or more catheters 3330 is shown. Figure 33C A cross-sectional view of one or more ducts 3330 is shown. One or more ducts 3330 may include one or more blades 3339 (e.g., steering blades 3339) positioned at and within an inlet end 3332. Additional winglets 3372 having a leading edge 3374 and a trailing edge 3376 may also be positioned radially outward of the airfoil 3302 (e.g., at the leading edge 3304 or trailing edge 3306). One or more openings 3347 may be positioned along the bottommost or lower portion (e.g., the lower sidewall) of the outlet end 3234. The one or more openings 3347 may be uniformly arranged in a grid pattern at the outlet end 3334. Alternatively, the one or more openings 3347 may be arranged in rows extending from the outermost edge of the outlet end 3334 to its middle or intermediate region, and the density of openings 3347 in each row may gradually decrease with distance from the outermost edge of the outlet end 3334. In some embodiments, the one or more openings 3347 may reduce the back pressure generated by the airfoil 3302 at the outlet of the duct and may increase the generated lift. The opening 3347 can be a circle or other shapes as shown in the figure, such as an elongated shape.

[0291] Figure 34This is a diagram 3400 illustrating the relationship between thrust (N, Newtons) and fan power (W, Watts) for different duct rotation angles. The diagram includes a baseline representation 3402 of one or more ducts (e.g., duct 2930) where the duct has no rotation (e.g., zero rotation) and is therefore presented as a straight pipe. Line 3404 shows the thrust-to-power relationship when the duct has a 32-degree rotation angle and no airfoil. Line 3406 shows the thrust-to-power relationship when the duct has a 32-degree rotation angle and the airfoil has a t / c ratio of 0.12. Line 3408 shows the thrust-to-power relationship when the duct has a 45-degree rotation angle and the airfoil has a t / c ratio of 0.06. Line 3410 shows the thrust-to-power relationship when the duct has a 32-degree rotation angle and the airfoil has a t / c ratio of 0.06. Line 3412 shows the thrust versus power relationship when the duct uses an alternative fan, where the alternative fan is expected to provide approximately 7.5% more thrust than line 3410.

[0292] Example aircraft with a roughly vertical directional airfoil Figures 35A-35B Additional embodiments of the aircraft 3500 are shown. The aircraft 3500 may have many or all of the same or similar features as the aircraft 100 or any other aircraft disclosed herein, and vice versa, and the same reference numerals are used to refer to the same features. In the aircraft 3500, the wing (e.g., airfoil) 3502 is oriented nearly vertically, as further described.

[0293] Multiple ducts 3530 can receive airflow delivered by multiple propulsion units 3520. The multiple propulsion units 3520 can have multiple blades 3522. The airflow can travel from the inlet end 3532 of the multiple ducts 3530 to the outlet end 3534, and to the leading edge 3504 of the wing 3502. Airflow can be delivered by a propulsion unit 3520, which may be a ducted fan with a diameter of 20”. Thrust can be generated at the inlet ends 3532 of multiple ducts 3530 to deliver airflow to the wing 3502. The multiple ducts 3530 can be placed within a larger channel 3544. The multiple ducts 3530 can also be shaped to optimize the airflow velocity at the outlet end 3534 (e.g., reducing airflow loss due to bends in the multiple ducts 3530 between the inlet end 3532 and the outlet end 3534). Airflow can travel along the top surface 3508 and the bottom surface 3510 of the wing 3502. The wing 3502 can be coupled to the outlet end 3534 via one or more coupling units 3519. The one or more coupling units 3519 can extend radially around the aircraft 3500 and be positioned adjacent to the outlet end 3534.

[0294] In some embodiments, wing 3502 may be generally vertically oriented, or oriented at a small angle relative to a reference axis (e.g., the longitudinal axis Z of aircraft 3500). The reference axis may be a vertical axis or an axis aligned with the gravity vector. An angle δ may be defined between chord 3516 of wing 3502 and the longitudinal axis Z of aircraft 3500. Angle δ may be no greater than 45 degrees, no greater than 40 degrees, no greater than 35 degrees, no greater than 30 degrees, no greater than 25 degrees, or no greater than 20 degrees. In some embodiments, angle δ may be 25 to 35 degrees, or approximately 30 degrees. Angle δ may change as the wing rotates (or rotates a portion thereof, such as flaps), and thus change its angle of attack (α). Angle δ may be defined herein with respect to the reference axis and chord 2616 (see...). Figures 27A-27E ) or chord 3016 (see Figures 30A-30F The chord may be any value of the angle mentioned above, and the chord and the reference axis may have any of the characteristics described herein, and vice versa.

[0295] As shown in the figure, conduit 3530 may have a bend angle 3537. The bend angle 3537 is the angle between axes 3537A and 3537B, where axis 3537A is parallel to the direction of the inlet end 3532 of conduit 3530 (axis 3537A is shown offset from the inlet end 3532 so that the angle is clearly visible), and axis 3537B is parallel to the direction of the outlet end 3534 of conduit 3530. The bend angle 3537 can be any value as described herein, such as from 32 to 45 degrees. The bend angle 3537 can be an acute angle, measured between the portions of axes 3537B and 3537A extending below the carrier.

[0296] The aircraft 3500 may include eight or more propulsion units 3520 (e.g., fans) that can generate approximately 1200 pounds of thrust. When eight propulsion units 3520 are used, the thrust generated by the multiple propulsion units 3520 can be in the range of 1000 to 1400 pounds. Alternatively, the aircraft 3500 may include more than eight propulsion units 3520 (e.g., ten fans, twelve fans, fourteen fans, sixteen fans). Multiple ducts 3530 may have an expansion ratio from inlet end 3532 to outlet end 3534. The expansion ratio from inlet to outlet may be approximately 1:1 (e.g., where the width 3561 or area at the inlet end 3532 is equal to the height 3535 or area at the outlet end 3534). Additionally, the expansion ratio can be from 0.5 (e.g., half the width 3561 or area at the inlet end 3532 is half the height 3535 or area at the outlet end 3534) to 3 (e.g., three times the width 3561 or area at the inlet end 3532 is three times the height 3535 or area at the outlet end 3534). Other ratios described herein may be used. In some embodiments, the height 3535 at the outlet end 3534 may be approximately 11 inches. Alternatively, the height 3535 at the outlet end 3534 may be 9 inches to 15 inches.

[0297] The aircraft 3500 may have an outer diameter 3512 of approximately 6.6 feet. The aircraft 3500 may also have an outer diameter 3512 of four to ten feet. The aircraft 3500 may have a duct bend length 3569, which is the length along the bend centerline of the duct 3530, for example, measured from the point where the bend of the duct 3530 begins to the point where the bend of the duct 3530 ends (see...). Figure 35B The aircraft 3500 may have a duct turn length of ten inches 3569. In some embodiments, the duct turn length 3569 may be 6 inches to 15 inches. The aircraft 3500 may have a duct length of approximately 4.9 feet after turn 3563. The aircraft 3500 may also have a duct length of three to six feet after turn 3563. The total duct length may be 2095 mm. Alternatively, the total duct length may be 1400 mm to 3000 mm. The total duct length may be 1499 mm, 1629 mm, 1842 mm, 2018 mm, 2019 mm, 2219 mm, 2301 mm, or 2600 mm.

[0298] The aircraft 3500 is capable of accommodating passengers and cargo, which can weigh approximately 250 pounds. The aircraft 3500 can also weigh approximately 1000 pounds. In some embodiments, the aircraft 3500 is capable of transporting passengers and cargo weighing up to or approximately 1000 pounds. The aircraft 3500 can weigh approximately 1800 pounds. Passengers and cargo can be stored in the main body section 3550.

[0299] The 3500 aircraft, featuring a combined propulsion unit and wings, generates significantly more thrust ("T") compared to a system consisting solely of a propulsion unit using the same power. ), which can generate greater thrust ("T") (e.g. Figure 35C The "thrust ratio" T / T shown in the equations The aircraft 3500 may have a thrust ratio that depends on the expansion ratio (i.e., A3 / A2) from the inlet end 3532 (e.g., inlet end area A2) to the outlet end 3534 (i.e., outlet end area A3) and the duct deflection angle 3537. See, for example, [link to relevant documentation]. Figure 35C The equations in the equations. Angle φ represents the angle between the horizontal line (e.g., perpendicular to the longitudinal axis Z) and the direction of the airflow exiting the outlet at 35°34°. The drag coefficient is determined by C. d The average pressure loss coefficient is represented by ξ. Additionally, the expansion ratio (A3 / A2) can be expressed by A... w The aircraft 3500 is capable of producing a thrust ratio of 1.1 to 1.2. Additionally, based on selected parameters, the thrust ratio can be approximately 1.169, 1.17, 1.185, or 1.173. A list of tables (e.g., Tables 1-3) is reproduced here for reference, disclosing the thrust ratios based on the selected parameters described above.

[0300] Table 1 Table 2 Table 3 Exemplary pneumatic lift system Figure 36A and 36B This is a cross-sectional view illustrating an example of system 3600, which is used to generate motion via aerodynamic lift. System 3600 may have many or all of the same or similar features as aircraft 100 or any other aircraft or system disclosed herein, and vice versa, and the same reference numerals are used to refer to the same features. Thus, as described above with respect to specific embodiments of the aircraft, this aerodynamic lift system can combine any or all vertically oriented wings, multi-part wings (e.g., wings with one or more additional wings), and ducts with specific angles of rotation. Other applications can use the same basic propulsion design. This document relates to... Figure 36A-45 Several such "pneumatic lifting" systems are described.

[0301] like Figure 36A and Figure 36BAs shown, system 3600 includes a machine structure 3603 having a support structure 3607 and a movable component 3605 (both shown schematically). Attached to the movable component 3605 is a pneumatic lift system 3601. The pneumatic lift system 3601 includes a propulsion unit 3620, a duct 3630, and a lifting body 3602. The propulsion unit 3620 causes air to move through the duct 3630 and over the lifting body 3602. In this way, the pneumatic lift system 3601 generates movement via aerodynamic lift, causing the movable component 3605 to move relative to the support structure 3607.

[0302] System 3600 may be an elevator, construction vehicle, aerial crane, electric vertical takeoff and landing (eVTOL) vehicle, helicopter, hovering aircraft, lift (e.g., ski lift, multi-purpose lift, electric ladder), drilling rig, hovering drone, other flying vehicle, weather drone, or other system. System 3600 may be used in conjunction with the aircraft and related systems shown in the appendix submitted herein or may include any features shown in the appendix submitted herein. Machine structure 3603 may include a movable elevator passenger cabin or cargo cabin as a movable component 3605 and a support shaft as a support structure 3607. Machine structure 3603 may include a lifting arm as a movable component 3605 and a construction vehicle body as a support structure 3607. Machine structure 3603 may also include a helicopter body, drone body, satellite body, or weather drone body. In addition, the support structure may also include an outer wall, pole, ground, flange, crane, bridge, etc. The movable component may also include a receiving area, cargo, rigid pole, connecting member, drone body, gripping mechanism, etc.

[0303] The pneumatic lift system 3601 includes a conduit 3630 connected to the lift body 3602. Figure 36A This is a cross-sectional view of system 3600, in which lifting body 3602 is in a first orientation (e.g., 30-degree orientation), showing a duct 3630. In some embodiments, multiple ducts 3630 may be present on or within the pneumatic lift system 3601. Figure 36BThis is a cross-sectional view of system 3600, where lifting body 3602 is in a second orientation (e.g., 0-degree orientation). Lifting body 3602 may have a leading edge 3604 and a trailing edge 3606. Leading edge 3604 may be located near or within the lower end or outlet end 3634 of duct 3630. Duct 3630 may be coupled to one or more propulsion units 3620. Lifting body 3602 may have a top surface 3608, which may have a curved profile. Lifting body 3602 may have a bottom surface 3610, which has a flatter surface relative to top surface 3608. Therefore, when viewing the cross-sectional profile of lifting body 3602, lifting body 3602 may have an airfoil profile. Furthermore, lifting body 3602 may be symmetrical about the longitudinal axis.

[0304] In some embodiments, the lifting body 3602 may be generally symmetrical about its longitudinal axis. Alternatively, the lifting body 3602 may be a generally annular construction, including but not limited to circular, elliptical, triangular, square, rectangular, pentagonal, hexagonal, heptagonal, octagonal, other polygonal or segmented shapes, or combinations thereof. The lifting body 3602 may have an airfoil cross-sectional shape. The cross-sectional profile of the airfoil may be configured such that the top (e.g., upper) side of the airfoil is more curved than the bottom (e.g., lower) side. The airfoil configuration is useful because it generates lift in the aircraft. Advantageously, by having an airfoil profile, the airflow can increase in velocity upon reaching the leading edge 3604 of the lifting body 3602 and flow over the curved portion at the top of the lifting body 3602. The upper curved shape creates a pressure zone relative to a high-pressure area, which is generated by the slower-moving airflow flowing around the flat profile of the bottom surface 3610 of the lifting body 3602. In some embodiments, having a single annular lifting body 3602 can further increase the pressure below the lifting body and can improve the lift / drag coefficient to more effectively lift the movable part 3605.

[0305] The lifting body 3602 can be mounted at the exit end 3634 at a variable angle of attack (e.g., 0 degrees, 5 degrees). This variable angle of attack can be used, for example, to assist the vertical lifting of the aerodynamic lift system 3601 to move the movable component 3605. The angle of attack can be based on the angle at which the air leaving the duct 3630 meets the leading edge 3604 of the lifting body 3602. This angle can be formed between the chord 3616 of the airfoil and the corresponding direction of airflow from the exit end 3634. Figure 36A The first mounting angle shown provides a first angle of attack, which provides the desired lift and allows the multiple propulsion units 3620 to operate at optimal speeds, thereby providing vertical lift. The lifting body 3602 can then be rotated to... Figure 36B The second mounting angle shown provides a second angle of attack, which can provide relatively less lift compared to the first angle of attack.

[0306] In some embodiments, an airflow (e.g., ambient airflow) is delivered from the outlet end 3634 of each duct 3630 to the leading edge 3604 of the lifting body 3602. The airflow may first be delivered to the leading edge 3604 and travel over the top surface 3608 and the bottom surface 3610. Due to the curved profile of the top surface 3608, the airflow flowing from the leading edge 2604 to the trailing edge 3606 and along the top surface 3608 has a greater velocity than the airflow flowing along the bottom surface 3610, resulting in a lower air pressure acting on the upper part of the lifting body 3602 relative to the pressure exerted on the bottom surface 3610. Due to the flatter profile of the bottom surface 3610 (e.g., relative to the top surface 3608), the airflow flowing from the leading edge 3604 to the trailing edge 3606 and along the bottom surface 3610 has a lower velocity than the airflow along the top surface 3608, resulting in a higher air pressure acting on the bottom surface 3610 of the lifting body 3602 compared to the pressure exerted on the top surface 3608. This pressure difference between the bottom surface 3610 and the top surface 3608 generates an upward lift force applied to the lifting body 3602, which can be transmitted to the pneumatic lift system 3601 and / or the machine structure 3603 (e.g., movable parts 3605 and support structures 3607).

[0307] Multiple conduits 3630 can be coupled to the lifting body 3602. Additionally or alternatively, the system can be coupled to a compartment 3760, such as a passenger cabin or other compartment (see, for example, see...). Figure 37Multiple ducts 3630 may extend from inlet end 3632 to outlet end 3634. In some examples, the length or shape of the ducts 3630 may be configured to provide a desired velocity and direction of airflow to provide the desired lift required to optimize airflow and the operation of the aerodynamic lift system 3601 to move the movable component 3605. The length of the duct 3630 determines the length of the path that the airflow needs to travel from inlet end 3632 to outlet end 3634. Due to friction and turbulence experienced by the air in the duct 3630, the longer the duct 3630, the lower the air velocity at outlet end 3634. Therefore, in some embodiments, the length of the duct 3630 may be configured to be as short as possible to increase the air velocity at outlet end 3634. In some embodiments, the extension length of the duct 3630 may be two feet. Alternatively, the extension length of the duct 3630 may be ten feet. In some embodiments, the extension length of the duct 3630 may be from one foot to twelve feet. Furthermore, the ratio of the length of the duct 3630 to the diameter of the blade 3622 can be 2:1 (e.g., the length of the duct is twice the diameter of the blade 3622 of the propulsion unit 3620). Alternatively, in some embodiments, the ratio between the length of the duct 3630 and the diameter of the blade 3622 can be 1:1 to 4:1. The duct 3630 can define a passage from the inlet to the outlet. Various turning angles are possible. The duct 3630 can have a vertically or substantially vertically oriented inlet. The longitudinal axis of the inlet can be parallel to the vertical longitudinal axis of the system. The axis of the inlet can be within two, five, ten, twenty, or thirty degrees of the vertical axis. The outlet of the duct 3630 can be angled relative to the inlet. The longitudinal axis of the outlet can be at an angle of ten to sixty degrees, twenty to fifty degrees, or thirty to forty degrees relative to the longitudinal axis of the inlet. This axis can be at other relative angles, such as approximately ninety degrees as shown in the figure. Furthermore, the lifting body 3602 can be outside, inside, or partially inside the duct 3630. The lifting body 3602 can be positioned at a certain distance from the outlet of the conduit 3630. The lifting body 3602 can be vertically positioned relative to the outlet opening of the conduit 3630. The chord of the lifting body 3602 can be positioned aligned with or not aligned with the central longitudinal axis of the outlet of the conduit 3630 (positioned vertically upward or downward relative to it).

[0308] The inlet end 3632 and outlet end 3634 may be circular or generally circular (e.g., oval). The inlet end 3632 and outlet end 3634 may be shaped to allow a desired airflow into the propulsion unit 3620. The inlet end 3632 and outlet end 3634 of the duct 3630 may have diameters configured to provide a desired airflow to the leading edge 3604 of the lifting body 3602. In some examples, the diameter of the inlet end 3632 may be approximately two feet. Additionally, in some examples, the diameter of the inlet end 3632 may be in the range of eight inches to sixteen inches, sixteen inches to thirty-two inches, or thirty-two inches to seventy-two inches. In some embodiments, the diameter of the inlet end 3632 of the duct 3630 corresponds to the diameter of the propulsion unit 3620. In some examples, the diameter of the outlet end 3634 may be approximately two feet. Additionally, in some examples, the diameter of the outlet end 3634 may be in the range of eight inches to sixteen inches, sixteen inches to thirty-two inches, or thirty-two inches to seventy-two inches. The diameter ratio between the inlet end 3632 and the outlet end 3634 can be from 1:1 to 4:1. Therefore, the conduit 3630 can taper from the inlet end 3632 to the outlet end 3634.

[0309] In some embodiments, the plurality of ducts 3630 may be slotted or include multiple grooves (e.g., blades) on the inner wall of the duct 3630. The grooves may extend from the inlet end 3632 of the duct 3630 to the outlet end 3634 and may reduce air turbulence. The grooves may allow for optimized airflow (e.g., laminar flow) and better control of airflow velocity as the airflow reaches the leading edge 3604 of the device. The wall thickness of the duct 3630 is sufficient to withstand nominal and environmental operating stresses caused by pressure and temperature variations and to maintain its shape under these conditions. In some embodiments, the plurality of ducts 3630 may taper (e.g., the cross-sectional area gradually decreases from the inlet end 3632 to the outlet end 3634), which may increase the air pressure from the inlet end 3632 to the outlet end 3634 and increase the air velocity at the leading edge 3604. Depending on the geometry, taperning the ducts 3630 may allow the propulsion unit 3620 to operate at increased or decreased speeds to deliver a desired amount of air to the leading edge 3604.

[0310] In some embodiments, the plurality of catheters 3630 may also have flaps or bypass valves 3740 positioned along the bottom edge of the catheters 3630 (at least as shown in the figure). Figure 37 (As shown).

[0311] The bypass valve 3740 can be a hinged member, a rudder, etc., movable to expose a slot or other opening in the duct 3630. The bypass valve 3740 allows airflow to exit the duct 3630 through the opening 3741 before reaching the leading edge 3604 of the lifting body. Therefore, the bypass valve 3740 can be designed to generate additional vertical lift when the airflow exiting the duct through the opening 3741 is directed downwards. For example, directing the desired airflow downwards from the bypass valve 3740 can directly generate lift that can supplement the lift generated by guiding the airflow through the lifting body 3602, which can increase the net vertical lift during the ascending phase of the elevator system. The bypass valve 3740 can be on the vertical portion of the duct 3630, on the horizontal portion of the duct 3630, or, as shown, on the angled or curved portion of the duct 3630.

[0312] In some embodiments, a set of propulsion units 3620 (e.g., rotors, propellers, ducted fans, turbofans, etc.) may be mounted at the inlet end 3632 of the duct 3630. Each propulsion unit 3620 may include a plurality of blades 3622 extending from a central hub. In some embodiments, the blades in the propulsion unit 3620 may have variable blade pitch to optimize energy consumption during flight. A motor within each propulsion unit may rotate the blades 3622 via the hub. In some embodiments, each propulsion unit 3620 may be controlled independently (e.g., with different pitches, rotating / spinning to generate airflow independently of each other, such that each propulsion unit 3620 can produce a different flow rate level than other propulsion units). Independent control of the propulsion units 3620 may allow each propulsion unit 3620 to rotate at a specific speed or deliver different amounts of air to a section of the leading edge of the lifting body 3602. By configuring multiple propulsion units 3620 to independently control blades 3622 at different speeds, the aerodynamic lift system 3601 can adequately raise and lower the machine structure 3603 and / or movable parts 3605 according to the operating conditions it experiences. Independent operation of the different propulsion units 3620 can also be used to ensure stable flight even in a static hovering state, for example, to cope with turbulence, strong winds, payload and / or passenger movement.

[0313] In some embodiments, one or more propulsion units 3620 may be oriented vertically and / or downwardly to provide lift to the aerodynamic lift system 3601. Other embodiments may orient the propulsion units 3620 at an angle, vertically, or otherwise. It should be noted that although the various embodiments described herein depict the propulsion units 3620 at the inlet end 3632 of the duct 3630, other embodiments may position the propulsion units 3620 differently. For example, the propulsion units 3620 may be positioned within the duct 3630, for example, at a midpoint between the inlet end 3632 and the outlet end 3634. The propulsion units 3620 may be equidistantly distributed along a circular path around the central portion and / or the lift body 3602, or distributed at varying intervals. A series of ducts 3630 may be connected to each propulsion unit 3620 and spaced equidistantly or unequally. The propulsion units 3620 may be configured such that the airflow drawn into the channel reaches a specific region (e.g., a section) of the lift body 3602. Therefore, system 3600 can have an optimal airflow that is drawn into the entire lifting body (and / or most of the lifting body 3602) to raise / lower movable part 3605.

[0314] Multiple propulsion units 3620 may be controlled by controller 212 (e.g., one or more processors) based on user input 211 and / or autonomous controller 214 and / or sensor 202 (e.g., see [link]). Figure 10The propulsion units 3620 can be coupled to an independently controlled motor 230, which is operated to lift the system 3600 upwards or lower the system 3600 downwards (e.g., above or within a building). The motor 230 is operable to rotate a plurality of blades 3622 to deliver air to the duct 3630. The plurality of blades 3622 can be coupled to a hub and the motor 230, which can be configured to rotate or oscillate the hub and the plurality of blades 3622. The plurality of blades 3622 may have a fixed span (e.g., length). In some cases, the plurality of blades 3622 may have varying lengths and / or blade pitches to deliver an optimized airflow to the duct 3630. In some embodiments, rotating or oscillating the propulsion units 3620 and thus rotating the plurality of blades 3622 can change the blade pitch. Additionally, in some embodiments, the blade pitch can be varied by hydraulic or centrifugal counterweights that can be directly attached to the plurality of blades 3622. Multiple blades 3622 can be encapsulated within a housing that houses the motor 230, the blades 3622, and the hub. Additionally, multiple propulsion units 3620 can each deliver approximately fifty to two hundred and fifty N of thrust (e.g., by rotating the blades 3622 at a sufficiently high speed to generate the desired force). The multiple propulsion units 3620 can have a diameter of approximately 12 inches. However, in some cases, the diameter of the propulsion unit 3620 (e.g., the diameter of the housing or shield) can range from six inches to sixteen inches, sixteen inches to thirty-two inches, or thirty-two inches to seventy-two inches.

[0315] Multiple propulsion units 3620 can be coupled to an electric motor (e.g., motor 230) or a piston engine (e.g., powered by fossil fuels). In some embodiments, propulsion unit 3620 can be an electric propulsion unit capable of delivering up to 250 Newtons of thrust at a power of 15 kW. In some embodiments, propulsion unit 3620 can have a housing with an inner diameter of 195 mm. In some embodiments, the housing can have an inner diameter of 100 mm to 300 mm. The total area of ​​the multiple rotating blades 3622 can be approximately 215 cm² (e.g., 33 in²). The amount of input power can be in the range of 4 kW to 25 kW. Additionally, the static thrust range can be between 50 and 350 N. The RPM range of propulsion unit 3620 can be 10,000-18,000 RPM (e.g., multiple blades 3622 rotating at 10,000-18,000 RPM). The total weight of each propulsion unit 3620 can be 36,000 g to 3,400 g (e.g., approximately 7.5 lbs).

[0316] The lifting body 3602 can be mounted to the outlet 3634 of the duct 3630 via a series of supports 3648 (e.g., high-strength tie rods, axles, cables, etc.). The supports 3648 can also be connected to an area adjacent to the leading edge 3604 of the lifting body 3602. By using the supports 3648, the relative angle between the lifting body 3602 and the direction of incoming air from the duct 3630 can be varied. The supports 3648 can be configured to adjust the angle (e.g., angle of attack) of the lifting body 3602 to achieve lift. The supports 3648 can also further extend or retract the lifting body 3602 into or outside the duct 3630. Advantageously, using supports 3648 to connect the lifting body 3602 to multiple ducts 3630 can result in a significant reduction in the weight of the pneumatic lift system 3601. Additionally, in some embodiments, the supports 3648 can further connect the lifting body 3602 to other parts of the pneumatic lift system 3601.

[0317] The various embodiments disclosed herein can be configured for use in system 3600, which may have a cargo area or movable component 3605 disposed below or within the pneumatic lift system 3601 (see, for example, see...). Figure 37 However, the disclosure herein can be used in system 3600, which can be designed to lift people, goods, packages, other payloads, etc., within a cargo area (which may also be referred to as a payload bay, passenger bay, etc.) at machine structure 3603. In some embodiments, system 3600 can be designed to lift a weight of 50 pounds to transport packages from one floor of a building to another (e.g., a higher or lower floor). Furthermore, pneumatic lift system 3601 can be designed and sized to carry a weight of 2,500 pounds at machine structure 3603 (e.g., movable component 3605), which may include several personnel and their personal belongings. In some embodiments, pneumatic lift system 3601 can be designed to lift weights of 25 pounds, 3,600 pounds, 500 pounds, 36,000 pounds, 2,000 pounds, 3,000 pounds, 4,000 pounds, 5,000 pounds, and / or 6,000 pounds located at movable component 3605 and / or machine structure 3603. Additionally, in some embodiments, the machine structure 3603 may be a freight lift and may be designed to carry a weight of 40,000 pounds. In some embodiments, the freight lift may be designed to carry a weight of 10,000 pounds, 20,000 pounds, 30,000 pounds, 40,000 pounds, 500,000 pounds, and / or 60,000 pounds.

[0318] System 3600 can be operated according to block diagram 200 (see...) Figure 7System 3600 can be used in or with a variety of other systems described herein, such as aircraft 100, and in conjunction with the techniques disclosed herein. System 3600 may include sensor 202, receiver 210, controller 212, data storage module 213, transmitter 218, power supply 223, motor driver 222, and motor 230. Sensor 202 in system 3600 may include at least one of a gyroscope 204, accelerometer 206, magnetometer 208, and / or other sensor 202 (e.g., optical sensor, thermometer, barometer, altimeter, camera, etc.).

[0319] The system can also allow user input on multiple aspects of the control system. For example, one or more buttons or control panels may be present in the passenger compartment 3660, which can be operated to raise and / or lower the system 3600.

[0320] The controller 212 can also be used to perform specific functions during device operation. In some embodiments, the data storage module 213 may have programming instructions that can be used for the lift generated by one or more propulsion units 3620. For example, there may be programming instructions to instruct the user that power is low and the system 400 needs to be shut down for a period of time.

[0321] Data storage module 213 can store information and data. Data storage module 213 may have read-only memory for process execution programming functions. Data storage module 213 may also have writable memory to store various programming functions. Data storage module 213 does not need to have both read-only memory and writable memory simultaneously.

[0322] Transmitter 218 can be used to receive data from controller 212 to send signals to another location (e.g., a computer, a remote server for storage and / or analysis). For example, transmitter 218 can be used to send data to a central hub to check / analyze maintenance status.

[0323] Motor driver 222 can be configured to receive commands from controller 212, which can be used to adjust the speed, blade pitch, or rotor axis of multiple motors 230 connected to multiple propulsion units 3620 of system 3600. More than one motor driver 222 can be present to control motors 230 to assist the independent operation of each propulsion unit 3620. Motors 230 are connected to motor driver 222 and receive commands from controller 212 to operate at multiple speeds to lift system 3600. Although not shown, motor driver 222 can be connected to support 3648 to move support 3648 to different positions, thereby adjusting the mounting angle of lifting body 3602.

[0324] A power source may also be included in system 3600 to power every component and structure of system 3700. Although no wiring is drawn from the power source to each component, each component is directly or indirectly connected to the power source. The power source 223 may be a direct power connector (e.g., a plug with a cable), or based on fossil fuels, or a rechargeable battery, or a real-time power source such as solar energy. Alternatively, alternative power sources 223 (e.g., solar energy) may be available for powering system 3600.

[0325] Exemplary machine system - elevator Figure 37 An embodiment of a system 3700 that generates motion via aerodynamic lift is illustrated, the system 3700 being shown as an elevator system. System 3700 can cause a passenger cabin 3760 or a driver's cab to travel upwards and / or downwards along a central main beam 3774. System 3700 includes components from a number of systems disclosed herein to allow the aerodynamic lift system to travel upwards along the central main beam 3774. System 3700 may include one or more aerodynamic lift systems 3701A, 3701B, 3701C (e.g., three as shown, or one, two, four, five, six, seven, eight, nine, ten or more systems), which may include or combine many or all of the features described in system 200 and aerodynamic lift system 3601, or features of any other systems disclosed herein.

[0326] The supporting structure is shown as a supporting main beam 3774, such as an elevator shaft. Pneumatic lift systems 3701A, 3701B, and 3701C are connected to the central main beam 3774. The central main beam 3774 may be located inside multiple ducts 3730 and parallel to the longitudinal centerline of the pneumatic lift systems 3701A, 3701B, and 3701C. The pneumatic lift systems 3701A, 3701B, and 3701C may all be interconnected and may be configured to travel vertically or translate along the central main beam 3774. A bottom system (e.g., pneumatic lift system 3701C) may be directly connected to the elevator car or payload area or passenger compartment 3760. The passenger compartment 3760 is capable of accommodating people, goods, and / or other materials. Advantageously, connecting multiple pneumatic lift systems 3701A, 3701B, and 3701C can increase the generated lift and allow system 3700 to operate in a smaller space. For example, in buildings with smaller elevator shafts, pneumatic lift systems 3701A, 3701B, and 3701C can have smaller diameters (e.g., outer diameter 3712) and still be able to generate sufficient lift to travel between floors of the building.

[0327] The pneumatic lift systems 3701A, 3701B, and 3701C may have multiple ducts 3730 (duct 3730A, duct 3730B, and duct 3730C). The multiple ducts 3730 may be spaced annularly around the central main beam 3774. The inner walls of the multiple ducts 3730 may be attached to the outer surface of the central main beam 3774. The inner walls of the multiple ducts 3730 may be slidably or otherwise connected to reduce friction between the central main beam 3774 and the multiple ducts 3730 (e.g., by pulleys, carriages, rails, gears, grooves, etc.). Multiple propulsion units 3720 (e.g., 3720A, 3720B, and 3720C) may be positioned near the inlet ends 3732 (e.g., 3732A, 3732B, and 3732C) of the multiple ducts 3730. Multiple propulsion units 3720 can be designed to provide airflow that can be used to generate vertical force (e.g., parallel to the longitudinal axis) to lift all connected aerodynamic lift systems 3701A, 3701B, and 3701C.

[0328] The airflow generated by the multiple propulsion units 3720 can be delivered at the outlet ends (e.g., outlet ends 3734A, 3734B, 3734C) of the multiple ducts 3730 to the leading edges (e.g., leading edges 3704A, 3704B, 3704C) of the lifting bodies (e.g., lifting bodies 3702A, 3702B, 3702C). The airflow can travel along the top surfaces (e.g., top surfaces 3708A, 3708B, 3708C) and bottom surfaces (e.g., bottom surfaces 3710A, 3710B, 3710C) of the lifting bodies 3702A, 3702B, 3702C. Due to the curved profiles of the top surfaces 3708A, 3708B, and 3708C, the airflow flowing from the leading edges 3704A, 3704B, and 3704C to the trailing edges 3706A, 3706B, and 3706C travels at a faster speed than the airflow along the bottom surfaces 3710A, 3710B, and 3710C. By allowing the air to flow at a faster speed relative to the bottom surfaces 3710A, 3710B, and 3710C on the top surfaces 3708A, 3708B, and 3708C, the lifting bodies 3702A, 3702B, and 3702C can have lower pressure on the top surfaces 3708A, 3708B, and 3708C compared to the bottom surfaces 3710A, 3710B, and 3710C. Therefore, pressure differences (e.g., lower pressure on the top surfaces 3708A, 3708B, 3708C relative to higher pressure on the bottom surfaces 3710A, 3710B, 3710C) can apply lift or vertical force to the lifting bodies 3702A, 3702B, 3702C, allowing the aerodynamic lift systems 3701A, 3701B, 3701C to travel upward along the central main beam 3774.

[0329] The multiple propulsion units 3720 can also be configured to stop operating or operate at a speed that allows the aerodynamic lift systems 3701A, 3701B, and 3701C to descend or land. The multiple propulsion units 3720 can be configured to generate a vertical force no greater than the gravity of the aerodynamic lift systems 3701A, 3701B, and 3701C and the aerodynamic forces applied to the system. The multiple propulsion units 3720 may have multiple blades 3722A, 3722B, and 3722C that rotate more slowly when the aerodynamic lift systems 3701A, 3701B, and 3701C are descending than when they are ascending (e.g., rising, lifting).

[0330] In some embodiments, system 3700 may include three pneumatic lift systems (e.g., pneumatic lift system 3701A, pneumatic lift system 3701B, and pneumatic lift system 3701C) interconnected with each other. However, in some embodiments, system 3700 may include one to six pneumatic lift systems (or more in some embodiments). Lifting bodies 3702 (e.g., 3702A, 3702B, 3702C) may have an outer diameter 3712 and an inner diameter 3712. The ratio of the outer diameter 3712 to the inner diameter 3712 may be 2:1 or greater, 3:1 or greater, 4:1 or greater, about 3:1 or about 4:1. The outer diameter 3712 of lifting body 3702 may be about thirty feet, and the inner diameter may be about ten feet. Additionally, in some embodiments, the outer diameter 3712 of lifting body 3702 may be between twenty and sixty feet. In smaller versions of the system 3700, the inner diameter 3714 can be one to ten inches, and the outer diameter 112 can be three to fifty inches. Furthermore, each aerodynamic lift system 3701A, 3701B, and 3701C can have different dimensions (e.g., different lifting body diameters). Advantageously, by having different lifting body diameters (e.g., outer diameter 3712), the energy required for the operating system 3700 can be reduced.

[0331] The lifting bodies (e.g., lifting body 3702A) can be independently rotatable or actuated. The angle of each lifting body (e.g., lifting body 3702A) in system 3700 can vary independently of another lifting body (e.g., lifting body 3702B) to achieve a desired lift or vertical force, thereby moving the system upward along the central main beam 3774. In some embodiments, systems 3701A, 3701B, and 3701C may be coupled to a set of rollers positioned on the outer surface of the central main beam 3774, which allows the pneumatic lifting systems 3701A, 3701B, and 3701C to slide freely along the central main beam 3774.

[0332] Advantageously, (compared to current cable- or hydraulic elevator systems) the pneumatic lift systems 3701A, 3701B, and 3701C may not require a machine room for vertical movement within the building. Since multiple propulsion units 3720 are located within the pneumatic lift systems 3701A, 3701B, and 3701C and can be configured to lift and lower the system 3700, a machine room may not be necessary. Furthermore, by using the pneumatic lift systems 3701A, 3701B, and 3701C, oil and / or pistons may not be required to centrally position the main beam 3774 along the lifting and lowering pneumatic lift systems 3701A, 3701B, 3701C, and / or the passenger cabin 3760. Advantageously, this can reduce maintenance costs due to parts replacement, routine maintenance, or staffing. Additionally, the pneumatic lift systems 3701A, 3701B, and 3701C can be attached to the exterior of the building (see, for example, Figure 40). Positioning the aerodynamic lift systems 3701A, 3701B, and 3701C externally allows the building's floor plan to include more offices, apartments, rooms, etc. Additionally, for other external structures (such as construction sites), system 3700 can be attached to the side of a beam to move the passenger cabin 3760 (or, for example, other items, devices, vehicles, building objects, etc.) up and down along the beam. In some embodiments, wing 102 may have ailerons 115 mounted on the top surface 108 near the trailing edge 106.

[0333] Figure 38 An additional embodiment of a system 3800 that generates motion via aerodynamic lift is shown, illustrated as an elevator system. System 3800 may have many or all of the same or similar features as system 3700 or any other system disclosed herein, and the same reference numerals are used to refer to the same features. System 3800 may include a plurality of gears 3878 configured to lift and lower passenger cabin 3860 along a central main beam 3874. The plurality of gears 3878 may be coupled to an internal portion of the aerodynamic lift system 3801 and may be positioned inside a duct 3830. Advantageously, coupling the plurality of gears 3878 to system 3800 allows for efficient lifting and lowering of the system along the central main beam 3874.

[0334] The aerodynamic lift system 3801 may have multiple ducts 3830. The multiple ducts 3830 may be circumferentially spaced around a central main beam 3874. The inner walls of the multiple ducts 3830 may be attached to the outer surface of the central main beam 3874. Multiple propulsion units 3820 may be positioned near the inlet ends 3832 of the multiple ducts 3830. The multiple propulsion units 3820 may be designed to provide airflow that can be used to generate a vertical force (e.g., parallel to the longitudinal axis) to lift the aerodynamic lift system 3801.

[0335] Airflow generated by multiple propulsion units 3820 can be delivered to the leading edge 3804 of lifting body 3802 at the outlet end 3834 of multiple ducts 3830. The airflow can travel along the top surface 3808 and bottom surface 3710 of lifting body 3802. Due to the curved profile of the top surface 3808, the airflow flowing from the leading edge 3804 to the trailing edge 3806 and along the top surface 3808 has a higher velocity than the airflow along the bottom surface 3810. By allowing air to flow at a higher velocity relative to the bottom surface 3810 on the top surface 3808, lifting body 3802 can have a lower pressure on the top surface 3808 relative to the bottom surface 3810. Therefore, a pressure difference (e.g., lower pressure on the top surface 3808 relative to higher pressure on the bottom surface 3810) can apply lift or vertical force to the lifting body 3802, allowing the aerodynamic lift system 3801 and passenger cabin 3860 to move upward along the central main beam 3874.

[0336] The multiple propulsion units 3820 can also be configured to stop operating or operate at a speed that allows the aerodynamic lift system 3801 to descend or land. The multiple propulsion units 3820 can be configured to generate a vertical force that is no greater than the weight of the aerodynamic lift system 3801 and the aerodynamic forces applied to the system. The multiple propulsion units 3820 may have multiple blades 3822 that rotate slowly as the aerodynamic lift system 3801 moves upward (e.g., ascends, lifts).

[0337] Multiple gears 3878 may be configured to guide system 3800 along central main beam 3874. For example, when airflow is delivered to pneumatic lift system 3801 via multiple propulsion units 3820, multiple gears 3878 may allow system 3800 to travel upward. When lift is applied to lift body 3802 via multiple propulsion units 3820, multiple gears 3878 may engage central main beam 3874 to move pneumatic lift system 3801 upward. In some embodiments, multiple gears 3878 may engage central main beam 3874 to prevent pneumatic lift system 3801 from continuing upward or downward after reaching a desired height and / or a floor of the building. When airflow is not delivered to or is reduced to multiple ducts 3830, multiple gears 3878 may allow pneumatic lift system 3801 to travel downward.

[0338] In some embodiments, the pneumatic lift system 3801 may include one to six lift body and duct system systems (or more in some embodiments). The lift body 3802 may have an outer diameter 3812 and an inner diameter 3812. The ratio of the outer diameter 3812 to the inner diameter 3814 may be 2:1 or greater, 3:1 or greater, 4:1 or greater, about 3:1 or about 4:1. The outer diameter 3812 of the lift body 3802 may be about thirty feet, and the inner diameter may be about ten feet. Additionally, in some embodiments, the outer diameter 3812 of the lift body 3802 may be twenty to sixty feet. In smaller versions of the pneumatic lift system 3801, the inner diameter 3814 may be from one to ten inches, and the outer diameter 3812 may be three to fifty inches.

[0339] Figure 39 An additional embodiment of a system 3900 that generates motion via aerodynamic lift is shown, the system 3900 being illustrated as an elevator system. The lifting system 3900 may have many or all of the same or similar features as system 3700 or 3800 or any other system disclosed herein, and the same reference numerals are used to refer to the same features. System 3900 may include a passenger compartment 660 separate from system 3900. In some embodiments, a pneumatic lift system 3601 may be configured to move the passenger compartment 3960 along a belt 3974 coupled to a plurality of gears 3978. A seatbelt 3974 may be attached to the top 3964 of the passenger compartment 3960.

[0340] The pneumatic lift system 3901 may have multiple ducts 3930. The multiple ducts 3930 may be annularly spaced around the belt 3974 and multiple gears 3978. Multiple propulsion units 3920 may be designed to provide airflow that can be used to generate a vertical force (e.g., parallel to the longitudinal axis) to lift the pneumatic lift system 3901. When the pneumatic lift system 3901 begins to lift, the multiple gears 3978 attached to the pneumatic lift system 3901 may drive the belt 3974 upwards, thereby lifting the passenger cabin 3960 accordingly. When the pneumatic lift system 3901 begins to descend, the multiple gears 3978 attached to the system 3901 may drive the belt 3974 downwards, thereby lowering the passenger cabin.

[0341] Figures 40A-40B An additional embodiment of a system 4000 that generates motion via aerodynamic lift is shown, illustrated as an elevator system. The lift system 4000 may have many or all of the same or similar features as system 3700 or any other system disclosed herein, and the same reference numerals are used to refer to the same features. The aerodynamic lift system 4001 may be coupled to the exterior of a building. Additionally, a passenger cabin 4060 may be directly coupled to system 4000.

[0342] The pneumatic lift system 4001 may have multiple ducts 4030 and multiple propulsion units 4020. The multiple propulsion units 4020 may be positioned near the inlet ends 4032 of the multiple ducts 4030. The multiple propulsion units 4020 may be designed to provide airflow that can be used to generate a vertical force (e.g., parallel to the longitudinal axis) to lift the pneumatic lift system 4001 and the passenger cabin 4060. The outer walls of the multiple ducts 4030 may be attached (e.g., fixed) to a connector 4052 at a first location 4051, which connects the pneumatic lift system 4001 to a building 4055. The connector 4052 may be connected to the wall or building 4055 via a trolley 4053 or other suitable method (e.g., a track, slot, etc.) for upward and downward movement of the pneumatic lift system 4001 and the passenger cabin 4060. Advantageously, this allows the pneumatic lift system 4001 to be easily connected to an existing structure to allow for vertical lifting. In addition, building 4055 can be any suitable structure that requires a vertical lift system (e.g., building, beam structure, skyscraper, etc.).

[0343] Figure 41 An additional embodiment of a system 4100 that generates motion via aerodynamic lift is shown, illustrated as an elevator system. The lifting system 4100 may have many or all of the same or similar features as system 3700 or any other system disclosed herein, and the same reference numerals are used to refer to the same features. The aerodynamic lift system 4101 may be connected internally to the leftmost or rightmost side of building 4155. Advantageously, positioning the aerodynamic lift system 4101 on one side of building 4155 allows for more usable space in the middle or intermediate areas of building 4155.

[0344] Figure 42 An additional embodiment of a system 4200 that generates motion via aerodynamic lift is shown, illustrated as an elevator system. System 4200 may have many or all of the same or similar features as system 3700 or any other system disclosed herein, and the same reference numerals are used to refer to the same features. Multiple aerodynamic lift systems (e.g., 4201A and 4201B) may be connected to the interior of building 4155. Aerodynamic lift systems 4201A and 4201B may be connected at the leftmost and rightmost edges of building 4255. Advantageously, positioning aerodynamic lift systems 4201A and 4201B at the leftmost and rightmost edges allows for more usable space in the middle or central areas of building 4255.

[0345] Operating method Figure 43A flowchart 4300 is shown to illustrate an embodiment of the flow of the system 3600 disclosed herein. The lifting system 3600 may have many or all of the same or similar features as any other system disclosed herein, and the same reference numerals are used to refer to the same features. Steps 4302-4306 generally relate to the propulsion units 3620 of the operating system 3600. At step 4302, the propulsion units 3620 may be activated such that they can generate airflow for vertical lifting or for vertical descent. At step 4304, the airflow generated from the propulsion units 3620 may flow through ducts 3630. The ducts 3630 may be distributed annularly around the central longitudinal axis of the system 3700. At step 4306, the airflow from each duct 3630 may flow to the leading edge 3604 of a corresponding region (e.g., section) of the lifting body. At step 4308, the system 3600 may move from a first position to a second position. The first position may be higher than the second position. Alternatively, the first position may be lower than the second position.

[0346] Additional examples of lifting bodies Figure 44 An additional embodiment of a system 4400 that generates motion via aerodynamic lift is shown, illustrated as an elevator system. The lifting system 4400 may have many or all of the same or similar features as system 3700 or any other system disclosed herein, and the same reference numerals are used to refer to the same features. The pneumatic lift system 4401 may be coupled to a lifting platform 4456. Advantageously, coupling the pneumatic lift system 4401 to the lifting platform 4456 allows a user or person P to move vertically without a supporting structure. For example, a user can stand on the lifting platform 4456 and move from a first position to a second position, where the second position may be a higher position than the first position. Additionally, while the user is on the lifting platform 4456, the system 4400 is capable of moving the user from a second higher position to a lower position.

[0347] Figure 45An additional embodiment of a system 4500 that generates motion via aerodynamic lift is shown, illustrated as an elevator system. System 4500 may have many or all of the same or similar features as system 3700 or any other system disclosed herein, and the same reference numerals are used to refer to the same features. System 4500 is coupled to a lifting and transporting system 4570. The lifting and transporting system 4570 may include one or more cables 4572 coupled to a platform 4556 of the lifting and transporting system 4570. Advantageously, the lifting and transporting system 4570 can support packages (e.g., goods, payloads, materials, etc.) to transfer packages to a desired location. For example, system 4500 is capable of transporting packages to higher floors of a building or structure. Additionally, the lifting and transporting system 4570 is capable of carrying packages weighing 50 pounds. The lifting and transport system 4570 can also be designed to lift weights of 25 lbs, 100 lbs, 500 lbs, 1000 lbs, 2000 lbs, 3000 lbs, 4000 lbs, 5000 lbs, 6000 lbs or more.

[0348] Additional exemplary aerodynamic lifting features and aircraft embodiments Figures 46A-46B Perspective and top views of an additional embodiment of the aircraft 4600 and its components including an aerodynamic lift system are shown, respectively. The aircraft 4600 may have many or all of the same or similar features as the aircraft 100 or any other aircraft disclosed herein, and vice versa, and the same reference numerals are used to refer to the same features. The aircraft 4600 may utilize a solid lip 4648, which provides a smooth transition surface for air to flow into the inlet end 4632 of the duct 4630, and other features as described herein.

[0349] Multiple propulsion units 4620 are configured to deliver airflow from the inlet ends 4632 of multiple ducts 4630 to the outlet ends 4634, and to a lifting body shown as an airfoil 4602. For example, the multiple propulsion units 4620 may be duct fans of 10 to 30 inches, 15 to 25 inches, or 20 inches (in) diameter (any other suitable size propulsion unit may also be used in the specific application). The multiple propulsion units 4620 may be designed to generate thrust at the inlet ends 4632 of the multiple ducts 4630 to deliver airflow to the airfoil 4602 and the trailing edge 4606. The propulsion units 4620 may be aligned with the openings or axes of the inlet ends. In some embodiments, the propulsion units 4620 may be angled or tilted relative to the openings or axes of the inlet ends, as described further in detail herein (e.g., relative to...). Figure 51A and Figure 51B ). The multiple ducts 4630 may also have an outer wall 4646. The outer wall 4646 may define the outer boundary of the airflow through the ducts 4630. The outer wall 4646 may define a profile. This profile may be configured to maintain or optimize the airflow velocity at the outlet end 4634 (e.g., reduce airflow, thrust, and / or power losses due to the turning of the multiple ducts 4630 between the inlet end 4632 and the outlet end 4634). For example, the outer wall 4646 may have a curved profile, which may be designed to reduce the frictional force applied to the airflow (e.g., this frictional force may reduce the airflow velocity at the outlet end 4634 and deliver a slower airflow to the airfoil 4602). The outer wall 4646 may be shaped such that the intermediate region of the multiple ducts 4630 has a larger cross-sectional area than the inlet end 4632 and a smaller cross-sectional area than the outlet end 4634.

[0350] The aircraft 4600 is capable of carrying passengers and / or cargo, wherein the total weight of passengers and cargo may be approximately 250 pounds. The aircraft 4600 may also weigh approximately 1000 pounds. The weight of the aircraft 4600 may be between 850 pounds and 1500 pounds. In some embodiments, the aircraft 4600 is capable of carrying passengers and cargo with a total weight of up to or approximately 1000 pounds. Passengers and cargo may be stored in the central body 4650.

[0351] Figure 46C and Figure 46D A partially enlarged view of an embodiment of the inlet end 4632 of the catheter 4630 is shown, wherein an inlet lip 4648 is provided. Figure 46C The inlet lip 4648 protrudes above the inlet end 4632, while Figure 46D The inlet lip 4648 is flush with the inlet end 4632. The inlet lip 4648 provides a smooth transition surface for air to flow into the inlet end 4632. The inlet lip 4648 may be an inwardly curved lip, which can provide improved airflow from the inlet end 4632 to the middle region of the duct and the outlet end 4634. The inlet lip 4648 may be curved inward (e.g., in the direction in which air flows into the duct 4630) to simplify the manufacture of the duct 4630. Figure 46D As shown, the top of the inlet lip 4648, before bending into the inlet end 4632, may remain flush with (e.g., at the same vertical height) the top of the inlet end 4632 of the plurality of conduits 4630. Figure 46CAs shown, in some embodiments, the inlet lip 4648 may project upwards and be higher than the inlet end 4632, thereby forming a "protrusion" at the inlet. In either case, the inlet lip 4648 may be designed to provide a better or more laminar airflow into the duct 4630. The airflow from the inlet lip 4648 through the inlet end 4632, through one or more ducts 4630, and through the outlet end 4634 can have improved lift characteristics compared to a duct 4630 without the inlet lip 4648. For example, the inlet lip 4648 can improve the performance of a propulsion unit (e.g., propulsion unit 4620) compared to one or more ducts 4630 without the inlet lip 4648. In some embodiments, the performance of a propulsion unit coupled to one or more ducts 4630 having the inlet lip 4648 can be about 20%-40% higher than that of a propulsion unit without the inlet lip 4648. The inlet lip 4648 may have an elliptical cross-section compressed around the opening at the inlet end. In some embodiments, the inlet lip 4648 may be circular, round, wing-shaped, other smooth circular shapes or contours, or combinations thereof. In some embodiments, the inlet lip 4648 may be on the angled inlet end of the conduit, or the inlet lip 4648 may be horizontal but wherein it has angled propulsion units (as further described herein, e.g., relative to the inlet end of the conduit). Figure 51A This can improve the airflow from the inlet end 4632 to the outlet end 4634 (e.g., there is less turbulent airflow).

[0352] Figures 47A-47B Bottom views and partial cross-sectional views of an additional embodiment of the aircraft 4700 and its components including an aerodynamic lift system are shown. The aircraft 4700 may have many or all of the same or similar features as the aircraft 100 or any other aircraft disclosed herein, and the same or similar reference numerals are used to refer to the same or similar features. The aircraft 4700 may have multiple ducts 4730 and a central body (e.g., a payload 4750 as shown), which may include a payload bay, passenger area, cockpit, etc. In the aircraft 4700, one or more openings or bypass vents 4741 are capable of guiding airflow entering the duct 4730 through the inlet end 4732 to an area outside the duct 4730 before reaching the outlet end 4734 of the duct 4730. As shown, eight vents 4741 may be present (only one vent 4741 is labeled for clarity).

[0353] Vent 4741 may be an arc-shaped, elongated cutout located at the bottom or radially inner surface of one or more ducts 4730. In some embodiments, vent 4741 may be at the top or radially outer surface of one or more ducts 4730. Vent 4741 may be in a transverse portion of the duct located between the radially inner and radially outer surfaces. Vent 4741 may be located in one, some, or all of these locations. Airflow (e.g., ambient airflow) may be delivered from the outlet end 4734 of each duct 4730 to the leading edge 4704 of the wing 4702. Airflow may first be delivered to the leading edge 4704 and travel over the top surface 4708 and the bottom surface 4710. The airflow traveling from the leading edge 4704 to the trailing edge 4706 and along the top surface 4708 has a faster velocity than the airflow along the bottom surface 4710. The airflow traveling from the leading edge 4704 to the trailing edge 4706 and along the bottom surface 4710 is slower than the airflow traveling along the top surface 4708. The pressure difference between the bottom surface 4710 and the top surface 4708 can generate lift applied upward to the wing 4702, which is then transmitted to the aircraft 4700.

[0354] An opening or bypass vent 4741 provides a flow path from the interior of the duct to the exterior region of the duct 4730. The duct 4730 may have a bypass vent 4741 extending from the lower portion of the duct 4730 (e.g., adjacent to the outlet end 4734). The bypass vent 4741 may be positioned on the duct 4730 to guide the airflow downwards to the exterior of the duct 4730 before it reaches the outlet end 4734 and the leading edge 4704 of the wing 4702. The bypass vent 4741 prevents pressure buildup that may occur at the outlet end 4734. Additionally, the bypass vent 4741 prevents the airflow exiting the outlet end 4734 from circulating around the outlet end (e.g., recirculation), thus also preventing pressure buildup at the outlet end 4734. Advantageously, positioning the bypass vent 4741 along the duct 4730 can improve the lift characteristics of the aircraft 4700. The downward flow of air through the vent can provide additional lift to the system.

[0355] Figures 48A-48CBottom perspective, top view, and cross-sectional view of an additional embodiment of the aircraft 4800 and its components including an aerodynamic lift system are shown, respectively. The aircraft 4800 may have many or all of the same or similar features as the aircraft 100 or any other aircraft disclosed herein, and the same or similar reference numerals are used to refer to the same or similar features. The aircraft 4800 may have multiple ducts 4830 and a central body shown as a payload 4850, which may be empty or may contain a payload bay, passenger area, cockpit, etc. In the aircraft 4800, one or more openings or bypass vents 4841 may connect to (e.g., extend from) the ducts 4830, which are capable of directing airflow to the outside of the duct 4730 before the airflow reaches the outlet end 4734 of the duct 4730.

[0356] Airflow (e.g., ambient airflow) can be delivered from the outlet end 4834 of each duct 4830 to the leading edge 4804 of the lifting body, shown as wing 4802. The airflow can first be delivered to the leading edge 4804 and travel over the top surface 4808 and the bottom surface 4810. The airflow traveling from the leading edge 4804 to the trailing edge 4806 and along the top surface 4808 has a faster speed relative to the airflow along the bottom surface 4810. The airflow traveling from the leading edge 4804 to the trailing edge 4806 and along the bottom surface 4810 has a slower speed relative to the airflow along the top surface 4808. The pressure difference between the bottom surface 4810 and the top surface 4808 can generate an upward lift force applied to the wing 4802, which is then transmitted to the aircraft 4800.

[0357] The duct 4830 may have an opening or bypass vent 4841 extending from the upper portion of the duct 4830 (e.g., adjacent to the inlet end 4832) to an external region of the duct 4830 (e.g., extending to the bottom 4819 of the aircraft 4800 or thereon). The bypass vent 4841 may be positioned on the duct 4830 to guide airflow downwards to the outside of the duct 4830 before it reaches the outlet end 4834 and leading edge 4804 of the wing 4802. The bypass vent 4841 can prevent pressure buildup that may occur at the outlet end 4834. Additionally, the bypass vent 4841 can prevent airflow exiting the outlet end 4834 from circulating around the outlet end (e.g., recirculation), thereby also preventing pressure buildup at the outlet end 4834. Advantageously, positioning the bypass vent 4841 along the duct 4830 can improve the lift characteristics of the aircraft 4800. These "upper" vents 4841 can be combined with... Figure 47A and Figure 47BThe "lower" vent 4741 shown may be used in conjunction with or instead of it. Furthermore, the various vents 4841 and 4741 may be valves, which are controlled independently or jointly to regulate the opening of each vent and thus control the amount of air that can flow through the vent. The multiple ducts 4830 may also have outer walls. The inlet end 4832 of the duct 4830 may also have an inlet lip 4848. The inlet lip 4848 may be circular (e.g., elliptical or circular), as described above.

[0358] Figures 49A-49B Example analysis results of the airflow characteristics of one or more catheters 4930 are shown. Catheter 4930 may have many or all of the same or similar features as catheter 130 or any other catheter disclosed herein, and the same or similar reference numerals are used to refer to the same or similar features. Figure 49A The airflow characteristics at the outlet end 4934 of one or more ducts 4930 are depicted, where there is no bypass vent. Figure 49B The airflow characteristics at the outlet end 4934 of one or more ducts 4930 are depicted, where a bypass vent 4941 is present.

[0359] Airflow (e.g., ambient airflow) can be delivered from the outlet end 4934 of each duct 4930 to the leading edge 4904 of the lifting body, shown as wing 4902. The airflow can first be delivered to the leading edge 4904 and travel over the top surface 4908 and bottom surface 4910. The airflow traveling from the leading edge 4904 to the trailing edge 4906 and along the top surface 4908 has a faster velocity relative to the air flowing along the bottom surface 4910. The airflow traveling from the leading edge 4904 to the trailing edge 4906 and along the bottom surface 4910 has a slower velocity relative to the air flowing along the top surface 4908. Advantageously, by positioning bypass vents 4941 along one or more ducts 4930, pressure buildup may not occur at the outlet end 4934. Additionally, by not placing bypass vents along one or more ducts 4930, the airflow can exit at the outlet end 4934 at a faster speed, which can increase the generated lift at the wing 4902 after the airflow passes the leading edge 4904. Furthermore, by using vent 4941, the pressure between the ducts below the aircraft may not be a dead zone or a low-pressure area. Therefore, compared to a system without vent 4941, vent 4941 can increase the pressure in this area, thereby increasing the system's lift.

[0360] Figure 50Additional embodiments of an aircraft 5000 and its components, including an aerodynamic lift system, are shown. The aircraft 5000 may have many or all of the same or similar features as the aircraft 5000 or any other aircraft disclosed herein, and the same or similar reference numerals are used to refer to the same or similar features. The aircraft 5000 may have a plurality of ducts 5030, a plurality of lifting bodies shown as airfoils 5002, and a payload 5050. In the aircraft 5000, one or more spacers 5049 may be spaced apart around the aircraft 5000 between the outlets of adjacent ducts (e.g., annularly spaced, spaced around a central axis), as further described.

[0361] Airflow can be delivered from inlet end 5032 to outlet end 5034 through multiple ducts 5030. Airflow can be delivered from the ends 5034 of the multiple ducts 5030 to the leading edge 5004 of multiple airfoils 5002. Airflow can be delivered first to the leading edge 5004 and travel on the top surface 5008 and trailing edge 5006.

[0362] The multiple ducts 5030 may also have an outer wall 5046. The outer wall 5046 may define the outer boundary of the airflow through the ducts 5030. The outer wall 5046 may define a profile. This profile may be configured to maintain or optimize the airflow velocity at the outlet end 5034 (e.g., reduce airflow, thrust, and / or power losses due to the turning of the multiple ducts 5030 between the inlet end 5032 and the outlet end 5034). For example, the outer wall 5046 may have a curved profile, which may be designed to reduce the frictional force applied to the airflow (e.g., this frictional force may reduce the airflow velocity at the outlet end 5034, thereby delivering a lower-velocity airflow to the airfoil 5002). The outer wall 5046 may allow the intermediate region of the multiple ducts 5030 to have a smaller width or area than the inlet end 5032 and / or the outlet end 5034.

[0363] One or more separators 5049 may be spaced apart around the aircraft 5000. One or more separators 5049 may constrain or limit the airflow exiting a single exit end 5034, preventing it from escaping from the area between two separators 5049 located on opposite sides of the exit end 5034. One or more separators 5049 may be positioned adjacent to each of the plurality of airfoils 5002. One or more separators 5049 may extend from the exit end 5034 and beyond the trailing edge 5006 of the plurality of airfoils 5002. Advantageously, one or more separators 5049 may prevent airflow exiting one of the plurality of ducts 5030 at the exit end 5034 from interfering with another airflow exiting the other exit end 5034 (e.g., adjacent to the exit end 5034). One or more separators 5049 may provide a more controlled airflow to the leading edge 5004 of the plurality of airfoils 5002 by blocking interfering airflows. Because one or more separators 5049 may extend from the exit end 5034 and beyond the trailing edge 5006 of the plurality of airfoils 5002, the airflow from the leading edge 5004 to the trailing edge 5006 may be less turbulent. The separator 5049 may be a rigid planar member configured to withstand aerodynamic forces, such as a structural wall or rigid plate.

[0364] Figures 51A-51B Inlet portions of multiple conduits 5130 are shown, which can be used in various pneumatic lift systems described herein. One or more airflow conduits 5130 may have many or all of the same or similar features as conduit 130 or any other conduit disclosed herein, and the same or similar reference numerals are used to refer to the same or similar features. In one or more conduits 5130 (e.g. Figure 51AAs shown, the inlet end 5132 can extend along axis 5132A, which is "tilted" or angled relative to a reference axis (e.g., the central axis Z of the vehicle). The reference axis can be a vertical axis, an axis parallel to the gravity vector, or the central axis Z. Therefore, axis 5132A can be angled relative to the central axis Z of the aircraft to which one or more ducts 5130 are connected. Additionally, the inclined openings 5168 located at the inlet end 5132 can each be angled (e.g., tilted towards the central axis Z). Axis 5132A can be at an angle of no more than 30 degrees, no more than 25 degrees, no more than 20 degrees, no more than 15 degrees, no more than 10 degrees, no more than 5 degrees, or zero degrees (i.e., parallel) relative to the central axis Z. Advantageously, the inclined openings 5168 (which are formed by extending the inlet end 5132 at an angle around axis 5132A) can reduce the intake volume generated at the inlet end 5132, making the airflow more laminar and reducing its tendency to separate from the duct wall and form turbulence. In some embodiments, the propulsion unit may be tilted relative to the inlet axis. Therefore, the motor, fan, or other propulsion unit may be angled relative to the inlet end 5132. In some embodiments, both the inlet end 5132 and the propulsion unit may be tilted. In some embodiments, only the inlet end 5132 or only the propulsion unit may be tilted. The propulsion unit may be configured to rotate between a tilted configuration and a non-tilted configuration. Figure 51B One or more conduits 5130 are shown, wherein the conduits 5130 may have a straight or vertical opening 5168B, wherein the angle between the inlet end and the reference axis is zero degrees. The one or more conduits 5130 may extend along and define an axis 5132B parallel to and defined by the central axis Z. The propulsion unit may be straight or may be inclined relative to the axis 5132B within the vertical opening 5168B. The "inclined" orientation of the propulsion unit may refer to the orientation of the axis of the propulsion unit, such as the central propulsion unit axis, which in some embodiments may be defined by rotating blades rotating about the central propulsion unit axis. Thus, the central propulsion unit axis may be inclined relative to the inlet axis or relative to the reference axis, as described.

[0365] Figures 52A-52D An additional embodiment of an aircraft 5200 with an aerodynamic lift system is shown. Figure 52A This is a partial top view of aircraft 5200, showing the ductwork. Figure 52B This is a partial top view of the 5200 aircraft, showing the duct and central body. Figure 52C This is a partial side view of the 5200 aircraft, and Figure 52DThis is a partial side cross-sectional view of aircraft 5200. Aircraft 5200 may have many or all of the same or similar features as aircraft 100 or any other aircraft disclosed herein, and vice versa, and the same reference numerals are used to refer to the same features. In aircraft 5200, one or more ducts 5230 are arranged to form an outer contour 5202A, which may be an octagon or other polygonal shape as shown. The outer contour 5202A is only for geometric reference to show the basic shape or outline. Aircraft 5200 may include propulsion units, lifting bodies, etc., as described herein, and together with the various ducts, constitute multiple aerodynamic lift systems arranged around a center.

[0366] Airflow can travel from the inlet end 5232 of one or more ducts 5230 to the outlet end 5234. The inlet end 5232 may have an inlet lip 5248. The inlet lip 5248 may be an elliptical lip (see [link]). Figure 31C Additionally, the inlet lip margin 5248 can be an inwardly curved lip margin (see...). Figure 46A The aircraft 5200 may include eight aerodynamic lift systems, each comprising eight ducts 5230. In some embodiments, one, two, three, four, five, six, seven, nine, ten, eleven, twelve, thirteen, fourteen, fifteen, sixteen, or more aerodynamic lift systems may be present. Each of the eight ducts may be spaced apart around the aircraft 5200. When viewed from above, the inlet ends of the eight ducts 5230 may each be rotated approximately forty-five degrees relative to each other. The geometric reference outer profile 5202A of the aircraft 5200 may be polygonal, such as an octagon as shown, because each of the eight outlet ends 5234 is rotated forty-five degrees relative to each other. One or more ducts 5230 may also have an outer wall 5246 that may define the outer boundary through which airflow passes through the ducts 5230. The outlet ends may have a rectangular shape or profile. Additionally, the space between adjacent ducts 5230 may be hollow or open (e.g., without a payload bay between one or more ducts 5230) to allow airflow.

[0367] like Figure 52BAs shown, one or more ducts 5230 may be connected to a central body 5250, which may be a cylindrical payload bay as shown, or a cargo bay or passenger bay, as described herein, for example, with respect to the main body 150. Unless otherwise stated, the central body 5250 may have the same or similar features as the main body 150. As shown, each of the eight ducts 5230 may be radially outwardly supported away from the central body 5250. One or more spaces 5157 may exist between the central body 5250 and the radially inner sides of the ducts 5230. Multiple spaces 5157 or consecutive spaces 5157 may exist between each duct 5230 and the corresponding radially outer sides of the central body 5250. Spaces 5157 may also exist within the central body 5250. Therefore, the central body 5250 may be hollow to allow airflow to pass vertically through it. In some embodiments, one or more fans located within the central body 5250 may be present to blow air through it. In addition to the support member 5257, a continuous, annular space 5157 may exist between the duct 5230 and the central body 5250. One or more spaces 5157 may exist circumferentially between adjacent ducts 5230. These spaces 5157 allow air to pass vertically between the central body 5250 and the duct 5230 and / or between adjacent ducts 5230. The airflow path prevents low-pressure areas from forming directly below the central body 5250 (which reduces the overall lift of the system). Furthermore, the duct 5230 (e.g., Figure 52B (As shown in the top view) They can be at an angle relative to each other; for example, conduit 5230 can be at approximately forty-five degrees relative to each other or at other angles, as shown in the figure.

[0368] One or more ducts 5230 may be supported by one or more supports 5257. Supports 5257 may have the same or similar features as supports 180, or vice versa. Supports 5257 may be elongated structural supports (e.g., cantilever beams or trusses) fixedly attached at their inner ends to the central body 5250 and at their outer ends to the corresponding ducts 5230. In some embodiments, a single support 5257 may carry multiple ducts 5230. The radially inner end of the support 5257 may be attached to the outer wall of the central body 5250. Supports 5257 may be both enableable and retractable. Supports 5257 may be radially retractable to move the aerodynamic lift system radially inward closer to the system's central reference axis. In a retracted configuration, the system can be transported or stored. Supports 5257 may be radially outward enable to move the aerodynamic lift system radially outward away from the system's central reference axis. The system may be enabled on a launch pad or other operating area. The support member 5257 can form a frame that can be enabled and retractable.

[0369] like Figure 52C and Figure 52D As shown, one or more lifting bodies, illustrated as wings 5202 (e.g., eight wings), may be located at the outlets of one or more ducts 5230 (e.g., eight ducts), and the central body 5250 may be a passenger compartment with windows, etc. The central body 5250 may be at least partially located above or below the aerodynamic lift system (see, for example, [reference needed]). Figures 55A-56B The duct 5230 and wing 5205 may each have the same or similar features as any other duct or lifting body described herein. Figure 52C and Figure 52D For clarity, some features of the rear of the aircraft (as shown in the orientation) are not shown. The lifting body 5202 is attached to the duct via a support member 5148. The support member 5148 may be a structural member that supports and positions the lifting body 5202. The support member 5148 may have the same or similar features as support member 148, as described herein, for example, regarding... Figure 2 The support member 5148 may be metal, composite material, polymer, or a combination thereof. The support member 5148 may be attached to and extend from the conduit 5230 to the lifting body 5202. The support member 5148 may extend from the side or circumferential side of the lifting body 5202 to the side or circumferential side of the conduit 5230. As shown, each lifting body may have two supports 5148, or each lifting body may have one, three, four, or more supports 5148. In some embodiments, a single support member 5148 may support multiple lifting bodies 5202. In some embodiments, the support member 5148 may be attached to a central body 5250. The lifting body 5202 may rotate about a connector at the radially outer end of the support member 5148, for example, to change the angle of attack, or to move movable portions (e.g., flaps, etc.).

[0370] Figures 53A-53B Side sectional views and partial detail views of an additional embodiment of the aircraft 5300 are shown, respectively. The aircraft 5300 may have many or all of the same or similar features as the aircraft 100 or any other aircraft disclosed herein, and vice versa, and the same reference numerals are used to refer to the same features. The aircraft 5300 includes an actuator 5317 positioned on the outer wall 5346 of the aircraft 5300, and other features as further described.

[0371] Multiple propulsion units 5320 are configured to deliver airflow from the inlet ends 5332 of multiple ducts 5330 to the outlet ends 5334, and to a lifting body shown as an airfoil 5302. The multiple propulsion units 5320 may be duct fans with diameters, for example, ten to thirty inches, fifteen to twenty-five inches, or twenty inches (although any other suitable propulsion unit size may be used for a given application). The multiple propulsion units 5320 may be designed to generate thrust at the inlet ends 5332 of the multiple ducts 5330 to deliver airflow to the airfoil 5302, where the airflow proceeds to the leading edge 5304 and the trailing edge 5306.

[0372] The aircraft 5300 may also include a composite cover 5351, a composite duct inlet partition 5353, and / or a composite cover 5353A. The aircraft may include a reinforcement 5357, which may be positioned along the outer wall 5346 and may be coupled to and operate with the actuator 5317. Additionally, the aircraft 5300 may include a base 5319 and a battery 5350A, which is circumferentially positioned around and along the base 5319 and located outside the payload section 5350.

[0373] Actuator 5317 can be connected to hinge point 5317A. Hinge point 5317A can be positioned along airfoil 5302. Hinge point 5317A can be located approximately one-third of the chord length from the leading edge 5304 of airfoil 5302. When shaft 5317B extends outward (e.g., shaft 5317B extends out of actuator 5317), airfoil 5302 can rotate downward, causing airfoil 5302 to be oriented generally vertically. When shaft 5317B retracts (e.g., shaft 5317B extends further into actuator 5317), airfoil can rotate upward, causing airfoil 5302 to be more horizontal.

[0374] Aircraft 5300 may include one or more spacers 5349. The one or more spacers 5349 may support airfoil 5302. The aircraft may also include a bearing 5329A, positioned along the edge of airfoil 5302 and coupled to a spacer 5349. Bearing 5329A may allow airfoil 5302 to rotate upward and downward relative to the one or more spacers 5349. Aircraft 5300 may also include other aerodynamic lift systems or any other aircraft features as described herein, such as those related to… Figures 52A-52D The aforementioned features.

[0375] Figures 54A-54CA partial side view of the outlet end of various aerodynamic lift systems is shown, including a duct 5430 and a lifting body. One or more ducts 5430 may have many or all of the same or similar features as duct 130 or any other duct disclosed herein, and the same or similar reference numerals are used to refer to the same or similar features. A system may include one or more ducts 5430 and a lifting body shown as a wing 5402. And in some embodiments, one or more additional lifting bodies are positioned outside the outlet end 5434 of duct 5439, as further described.

[0376] Figure 54A The outlet end 5434 of one or more ducts 5430 is shown. The leading edge 5404 of a wing 5402 may be positioned outside the outlet end 5434. Airflow may exit the one or more ducts 5430 at the outlet end 5434 and proceed in parallel to the leading edge 5404 and the trailing edge 5406. Alternatively, a multi-part wing may be employed, wherein one or more additional wings 5472 are spaced apart from the wing 5402. The additional wings 5472 may be spaced upward and laterally (e.g., radially outward) from the wing 5402. The additional wings 5472 may be located in any of a variety of positions, as described further in detail herein, such as regarding Figures 27A-27E In some embodiments, wing 5402 may include one or more hinges 5403 or other mechanisms to allow a portion of wing 5402, including the trailing edge 5406, behind hinge 5403 to rotate and / or translate about hinge 5403 relative to the portion of wing 5402 in front of hinge 5403. Therefore, wing 5402 may include movable flaps, ailerons, etc.

[0377] Figure 54B This is another illustration of the outlet end 5434 of one or more ducts 5430. The wing 5402 may be positioned away from the outlet end 5434 (e.g., leading edge 5404 located outside the outlet end 5434). The wing 5402 may not have an airfoil cross-sectional shape. The wing 5402 may be a regular surface designed to direct airflow downwards. The bottom surface 5410 of the wing 5402 may be curved in the direction of the top surface 5408 of the wing 5402. A large portion of the airflow exiting the outlet end 5434 may travel along the bottom surface 5410 to direct a larger amount of airflow downwards (e.g., the airflow traveling along the bottom surface 5410 exceeds that along the top surface 5408). Advantageously, the curved bottom surface 5410 can generate additional lift. The wing 5402 can therefore be used as a splitter, for example, as described herein. Figure 22B and Figure 22C As described above, air may primarily impact and flow along both sides of wing 5402, rather than flowing over wing 5402 from above and below.

[0378] Figure 54CThis is another illustration of one or more catheters 5430. One or more catheters 5430 may have an inlet end 5432 and an outlet end 5434. The inlet end 5432 may have a straight end leading to a horizontal, non-inclined opening as shown. In some embodiments, the straight end may be removed, such that the inlet end 5432 is inclined or non-horizontal relative to a reference axis, wherein the inlet end 5432 will be inclined and have an inclined opening 5468 (see also...). Figure 51A Additionally, one or more catheters 5430, whether with an inclined or non-inclined opening, may have an inlet lip 5448 located near the inlet end. The outlet end 5434 may include a straight portion. The two straight portions at the inlet and outlet ends may be linear segments with a constant internal channel diameter. Furthermore, the catheter may have a total catheter length 5435. The total catheter length 5435 may be a vertical linear distance from the bottom of the straight portion at the inlet end 5432 to the top of the straight portion at the outlet end 5434. This total catheter length 5435 may be from 2000 mm to 4000 mm, or about 2095 mm. In some embodiments, the total catheter length 5435 may be from 500 mm to 5000 mm, 750 mm to 3500 mm, 1000 mm to 3000 mm, or 1500 mm to 2500 mm. One or more catheters 5430 may have a bend 5037, such as 20 degrees to 45 degrees, or about 45 degrees, as described herein.

[0379] Figure 54D It is aimed at Figure 31A , 54A The diagram shows the analytical data illustrating the relationship between the expected thrust (N, Newtons) and fan power (W, Watts) of the duct and lifting body design shown in Figure 54B. Figure 54D In the middle, line 5401A indicates that when the shape of the duct and lifting body (e.g., airfoil) is similar to Figure 54A The magnitude of thrust generated when the duct 5430, wing 5402, and additional wing 5472 are used (without hinge 5403). Line 5401B illustrates the thrust generated when the shape of the duct and lifting body (e.g., airfoil) is similar to... Figure 31A The magnitude of thrust generated by the duct 3130 (or Figure 54, but with a hinge), airfoil 3102, and additional wing 3172. Line 5401C illustrates the thrust generated when the duct and lifting body (e.g., airfoil) are shaped similarly to... Figure 54B The magnitude of thrust generated when the duct 5430 and wing 5402 are shown. Line 5401D illustrates the magnitude of thrust generated when the duct is a straight or modified duct and there is no arbitrary lifting body (e.g., in a fan system, air blows directly downwards to generate thrust). Figure 54D As shown, Figure 31A , Figure 54A (With and without hinges) and Figure 54BAll three aerodynamic lifting designs produce greater thrust than straight pipes for a given fan power input. In some embodiments, having Figure 54B The aerodynamic lift system of the duct and multi-part airfoil shown generates maximum thrust under a given fan power input. Therefore, if the aerodynamic lift system is designed appropriately as described in this paper, with suitable rotation angle, lifting body arrangement, lifting body angular orientation, and the overall angular orientation of the duct relative to gravity, the system will generate greater lift than the thrust generated by blowing air downwards alone.

[0380] Figure 54E A side view of another embodiment of the airflow duct is shown, the airflow duct having a first lifting body 5402 located at the outlet end of the duct 5430, a second lifting body 5472 located radially outward (rearward) of the first lifting body 5402, and a third lifting body 5473 located radially outward of the second lifting body 5402. The first lifting body 5402 and the second lifting body may have, for example, the features described herein. Figures 54A-54C The third lifting body 5473 may have any features identical or similar to those of the first and second lifting bodies. The third lifting body 5473 may be thinner and positioned relatively higher than the first lifting body 5402. The third lifting body 5473 may be positioned flush with or higher than the second lifting body 5472. The first lifting body 5402 may or may not include a movable trailing edge 5406. Each of the three lifting bodies may be supported by one or more supports 5148 (see, for example, [reference needed]). Figure 52C In some embodiments, a first lifting body 5402 may be attached to a conduit 5430 via one or more supports 5148. A second lifting body 5472 may be attached to the first lifting body 5402 and / or the conduit 5430 (e.g., attached to an outlet end) via one or more supports 5148. A third lifting body 5473 may be attached to the first lifting body 5402, the second lifting body 5472, and / or the conduit 5430 via one or more supports 5148. The supports 5148 may rotatably support one or more lifting bodies such that the lifting body can rotate relative to the supports 5148.

[0381] Figure 55A and Figure 55BAnother embodiment of an aircraft 5500 with an aerodynamic lift system is shown. The aircraft 5500 may have many or all of the same or similar features as aircraft 100 or any other aircraft disclosed herein, and vice versa, and the same reference numerals are used to refer to the same features. The aerodynamic lift system may be located or partially located below the central body 5550. In the aircraft 5500, one or more lifting bodies 5502 (e.g., airfoils or wings or wing segments, etc.) and one or more ducts 5530 are positioned below the central body 5550 (e.g., payload, etc.) and attached by one or more structural supports 5552, shown as cylindrical supports. The structural supports 5552 may be trusses, slender beams, or other structures. The structural supports 5552 may include fans, or may be empty except for electronics, wiring, etc. In some embodiments, the space between the ducts 5530 may be empty to allow airflow to pass vertically. In some embodiments, the space between the ducts 5530 may include one or more fans to blow air through it.

[0382] Figure 56A and Figure 56B Another embodiment of the aircraft 5600 is shown. The aircraft 5600 may have many or all of the same or similar features as the aircraft 100 or any other aircraft disclosed herein, and vice versa, and the same reference numerals are used to refer to the same features. An aerodynamic lift system may be located, or at least partially located, above the central body 5650. In the aircraft 5600, one or more lifting bodies 5602 (e.g., airfoils or wings or wing segments) and one or more ducts 5630 are positioned above the central body 5650. Structural supports 5552 may include fans, or may be empty except for electronics, wiring, etc. In some embodiments, the space between the ducts 5530 may be empty to allow airflow to pass vertically. In some embodiments, the space between the ducts 5530 may include one or more fans to blow air through it.

[0383] Example Implementation (NEE) The following are numbered example embodiments (NEEs) of the technical solutions described herein. This list is exemplary only and not exhaustive.

[0384] Example Embodiment 1. An aircraft includes: a lifting body extending circumferentially about a central axis, the lifting body including a leading edge at a radially inner portion of the lifting body and a trailing edge at a radially outer portion of the lifting body, wherein the cross-sectional profile of the lifting body forms an airfoil capable of generating lift in response to airflow from the leading edge to the trailing edge; one or more propulsion units; and one or more ducts, each duct including an inlet configured to receive airflow from one or more of the one or more propulsion units and an outlet configured to direct airflow toward the leading edge of the lifting body.

[0385] Example 2. The aircraft according to Example 1, wherein the lifting body is annular.

[0386] Example 3. In the aircraft according to any one of the foregoing example embodiments, the outlet of one or more ducts is located below the inlet of one or more ducts.

[0387] Example 4. In the aircraft according to any one of the foregoing example embodiments, one or more ducts are spaced apart around the interior of the lifting body.

[0388] Example 5. In the aircraft according to any one of the foregoing example embodiments, at least one of the one or more ducts has an L-shape.

[0389] Example Embodiment 6. In the aircraft according to any one of the foregoing example embodiments, at least one of the one or more ducts has a C-shape.

[0390] Example Embodiment 7. In the aircraft according to any one of the foregoing example embodiments, one or more ducts are equidistantly spaced around the longitudinal axis of the interior of the lifting body.

[0391] Example 8. In the aircraft according to any one of the foregoing example embodiments, one or more ducts are separated by one or more wall structures or connecting ducts.

[0392] Example 9. In the aircraft according to any one of the foregoing example embodiments, one or more ducts have grooves or air guides to optimize airflow.

[0393] Example 10. The aircraft according to Example 8, wherein one or more wall structures are foldable or movable.

[0394] Example Embodiment 11. An aircraft according to any of the foregoing example embodiments, wherein at least one of the one or more ducts includes a selectively opening flap that allows at least a portion of the airflow to exit through the opening of at least one of the one or more ducts before reaching the leading edge of the lifting body.

[0395] Example Embodiment 12. The aircraft according to Example Embodiment 11, wherein the opening is configured to allow air to flow from at least one of one or more ducts to provide thrust to the aircraft in the horizontal direction.

[0396] Example 13. An aircraft according to any of the foregoing example embodiments, wherein the cross-sectional area of ​​the inlet of one or more ducts is greater than the cross-sectional area of ​​the outlet of one or more ducts, and / or wherein the cross-sectional area of ​​one or more ducts is tapered, decreasing continuously along at least a portion of one or more ducts from the inlet toward the outlet and from a larger area to a smaller area.

[0397] Example Embodiment 14. The aircraft of claim 13, wherein the tapered cross-sectional area of ​​one or more ducts is configured to increase the velocity of the airflow from the inlet toward the leading edge of the lifting body.

[0398] Example 15. An aircraft according to any one of the foregoing example embodiments, wherein one or more propulsion units each include a motor and at least one propeller.

[0399] Example embodiment 16. The aircraft of claim 15, wherein at least one propeller includes a hub coupled to a plurality of blades, and wherein the hub is coupled to a motor configured to rotate the hub and the plurality of blades.

[0400] Example 17. An aircraft according to any one of the foregoing example embodiments, wherein one or more propulsion units direct airflow into the leading edge of the lifting body.

[0401] Example 18. In the aircraft according to any one of the foregoing example embodiments, one or more propulsion units blow a guide airflow into the leading edge of the lifting body via ducts.

[0402] Example 19. An aircraft according to any one of the foregoing example embodiments, wherein one or more propulsion units include at least four propulsion units, wherein the at least four propulsion units are equidistantly spaced along an inner circular path of an annular shape.

[0403] Example Embodiment 20. An aircraft according to any one of the foregoing example embodiments, wherein one or more propulsion units include at least six propulsion units, wherein the at least six propulsion units are equidistantly spaced along an inner circular path of an annular shape.

[0404] Example 21. An aircraft according to any one of the foregoing example embodiments, wherein one or more propulsion units are each configured to be independently controlled such that adjustments to the respective output levels of each propulsion unit selectively cause the aircraft to ascend, descend, hover, tilt, rotate, or translate.

[0405] Example 22. The aircraft according to any one of the foregoing example embodiments, wherein the number of one or more propulsion units is equal to the number of one or more ducts.

[0406] Example 23. In the aircraft according to any one of the foregoing example embodiments, one or more propulsion units are electrically powered.

[0407] Example 24. In the aircraft according to any one of the foregoing example embodiments, one or more propulsion units are powered by batteries.

[0408] Example 25. An aircraft according to any one of the foregoing example embodiments, wherein one or more propulsion units are powered by fossil fuels.

[0409] Example 26. An aircraft according to any one of the foregoing example embodiments, wherein the lifting body is segmented into multiple discrete lifting body segments capable of independent rotation.

[0410] Example 27. An aircraft according to any one of the foregoing example embodiments, wherein the lifting body is coupled to the main body.

[0411] Example Embodiment 28. The aircraft according to Example Embodiment 27, wherein the main body includes a structural beam configured to support the lifting body.

[0412] Example 29. An aircraft according to any one of Example 27-28, wherein the main body is configured to accommodate cargo.

[0413] Example 30. An aircraft according to any one of Example Examples 27-29, wherein the main body is configured to accommodate a payload weighing 50 to 2500 pounds.

[0414] Example 31. An aircraft according to any one of Example Examples 27-30, wherein the main body is configured to house a vehicle.

[0415] Example embodiment 32. An aircraft according to any one of 27-31, wherein the main body is configured to house a cockpit, and wherein the cockpit includes flight instruments for a user to command the aircraft to fly.

[0416] Example 33. An aircraft according to any one of Example 27-32, wherein the lifting body is connected to the main body by a plurality of supports, wherein a first end of the plurality of supports extends from a portion of the main body, and wherein a second end of the plurality of supports is connected to the lifting body.

[0417] Example Embodiment 34. The aircraft according to Example Embodiment 33, wherein multiple support members include levers configured to change position, wherein changing the position of the multiple levers can change the angle of attack of the lifting body relative to the air exiting the duct.

[0418] Example embodiment 35. The aircraft according to any one of the foregoing example embodiments further includes landing gear, wherein the landing gear includes one or more legs configured to extend from a retracted position to an extended position to support the aircraft upon landing.

[0419] Example Embodiment 36. The aircraft according to any one of the foregoing example embodiments further includes a sleeve that covers the bottom region of the lifting body and is positioned such that a portion of the airflow passes between the bottom region of the lifting body and the sleeve.

[0420] Example embodiment 37. The aircraft according to any one of the foregoing example embodiments further includes a sleeve that covers the top region of the lifting body and is positioned such that a portion of the airflow passes between the top region of the lifting body and the sleeve.

[0421] Example embodiment 38. The aircraft according to any one of the foregoing example embodiments further includes a control system configured to adjust the operation of one or more propulsion units.

[0422] Example 39. The aircraft according to Example 38, wherein the control system includes an autonomous control system that creates a flight plan based on destination input and at least one of collected data from sensors, weather forecasts, traffic reports, GPS, or air traffic control communications.

[0423] Example 40. An aircraft according to any one of Example Examples 38-39, wherein the control system is configured to control the motors of one or more propulsion units.

[0424] Example 41. An aircraft according to any one of Example 38-40, wherein the control system is configured to enable the aircraft to fly based at least in part on flight control data.

[0425] Example 42. The aircraft according to Example 41 further includes one or more flight control inputs configured to send flight control data to the aircraft to enable the aircraft to fly.

[0426] Example embodiment 43. The aircraft according to any one of Example Embodiments 38-42 further includes a plurality of sensors, wherein the plurality of sensors are configured to transmit flight control inputs.

[0427] Example 44. An aircraft according to any one of Example 38-43, wherein the control system is configured to execute a flight sequence, wherein the flight sequence includes delivering power to at least one of one or more propulsion units, wherein the delivered power causes the aircraft to lift from a ground position to an air position.

[0428] Example 45. An aircraft includes: a plurality of lifting bodies arranged in a generally annular shape about a longitudinal axis, each of the plurality of lifting bodies including: an airfoil-shaped cross-sectional profile; a leading edge radially positioned inside the generally annular shape; and a trailing edge radially positioned outside the generally annular shape; a plurality of propulsion units, each propulsion unit configured to generate forced air; and a plurality of ducts having inlets and outlets, the outlets being positioned to guide forced air from one or more of the plurality of propulsion units toward the leading edges of one or more of the plurality of lifting bodies.

[0429] Example Embodiment 46. The aircraft according to Example Embodiment 45 further includes a body comprising a payload bay, wherein the payload bay is located radially inside a plurality of propulsion units and a plurality of ducts.

[0430] Example 47. The aircraft according to Example 46, wherein the payload bay includes a passenger area.

[0431] Example 48. An aircraft according to any one of Example 45-47, wherein each of the plurality of lifting bodies is in a fixed orientation relative to the main body of the aircraft.

[0432] Example 49. An aircraft according to any one of Example 45-48, wherein at least some of the plurality of lifting bodies are movable relative to the main body of the aircraft.

[0433] Example 50. An aircraft according to any one of Example 45-49, wherein a plurality of ducts are configured such that a plurality of propulsion units receive ambient air for generating forced air from a region above the aircraft.

[0434] Example 51. An aircraft according to any one of Example 45-50, wherein a plurality of propulsion units are each configured to be independently controlled such that adjustments to the respective output levels of each propulsion unit selectively cause the aircraft to ascend, descend, hover, tilt, rotate, or translate.

[0435] Example 52. The aircraft according to any one of Example 45-51, wherein the number of the plurality of propulsion units is equal to the number of the plurality of ducts.

[0436] Example 53. An aircraft according to any one of Example 45-52, wherein a plurality of lifting bodies are coupled to the main body.

[0437] Example Embodiment 54. The aircraft according to Example Embodiment 53, wherein the main body includes structural beams configured to support a plurality of lifting bodies.

[0438] Example Embodiment 55. An aircraft according to any one of Example Embodiments 53 or 54, wherein a plurality of lifting bodies are connected to a body via a plurality of supports, wherein a first end of the plurality of supports extends from a portion of the body, and wherein a second end of the plurality of supports is connected to the plurality of lifting bodies.

[0439] Example 56. A method for enabling an aircraft to fly, the method comprising: providing an aircraft, wherein the aircraft includes: an annular lifting body having an airfoil cross-sectional profile; one or more ducts having an inlet end and an outlet end positioned at a leading edge of the annular lifting body; one or more propulsion units coupled to the inlet ends of the one or more ducts; and a control system; operating the control system to guide an airflow from the one or more propulsion units to the leading edge of the annular lifting body; lifting the aircraft from a landing position to an air position based on lift generated by the airflow through the annular lifting body; and adjusting the velocity of the airflow from at least one of the one or more propulsion units to tilt the aircraft, thereby causing the aircraft to move horizontally.

[0440] Example 57. An aircraft includes: a body; one or more lifting bodies positioned around the periphery of the body, each of the one or more lifting bodies extending radially outward from a leading edge to a trailing edge; a plurality of propulsion units; and a plurality of ducts, each of the plurality of ducts including: an inlet positioned to receive an airflow from at least one of the plurality of propulsion units; and an outlet positioned to direct the airflow toward the leading edge of at least one of the one or more lifting bodies.

[0441] Example 58. The aircraft according to Example 57, wherein one or more lifting bodies include a single annular lifting body.

[0442] Example 59. The aircraft according to Example 57, wherein one or more lifting bodies comprise a plurality of lifting bodies, or a single lifting body comprising a plurality of lifting body segments.

[0443] Example 60. An aircraft according to any one of Example 57-59, wherein one or more lifting bodies are arranged in a circular arrangement.

[0444] Example 61. An aircraft according to any one of Example 57-59, wherein one or more lifting bodies are arranged in a triangular arrangement.

[0445] Example 62. An aircraft according to any one of Example 57-59, wherein one or more lifting bodies are arranged in a polygonal arrangement.

[0446] Example 63. An aircraft according to any one of Example 57-62, wherein the main body includes a payload bay radially inside a plurality of propulsion units and a plurality of ducts.

[0447] Example Embodiment 64. The aircraft according to Example Embodiment 63, wherein the payload bay includes a passenger area.

[0448] Example 65. An aircraft according to any one of Example 57-64, wherein each of one or more lifting bodies is in a fixed orientation relative to the main body.

[0449] Example 66. An aircraft according to any one of Example 57-65, wherein at least one of one or more lifting bodies is movable relative to the main body.

[0450] Example Embodiment 67. An aircraft according to any one of Example Embodiments 57-66, wherein a plurality of ducts are configured such that a plurality of propulsion units receive ambient air for generating an airflow from a region above the aircraft.

[0451] Example 68. An aircraft according to any one of Example 57-67, wherein a plurality of propulsion units are each configured to be independently controlled such that adjustments to the respective output levels of each propulsion unit selectively cause the aircraft to ascend, descend, hover, tilt, rotate, or translate.

[0452] Example 69. The aircraft according to any one of Example 57-68, wherein the number of propulsion units is equal to the number of ducts.

[0453] Example 70. An aircraft according to any one of Example 57-69, wherein one or more lifting bodies are coupled to the main body.

[0454] Example Embodiment 71. The aircraft according to Example Embodiment 70, wherein the main body includes a structural beam configured to support one or more lifting bodies.

[0455] Example Embodiment 72. An aircraft according to any one of Example Embodiments 70 or 71, wherein one or more lifting bodies are connected to a body via multiple cables, wherein a first end of the multiple cables extends from a portion of the body, and a second end of the multiple cables is connected to one or more lifting bodies.

[0456] Example 73. In any of the foregoing example embodiments, the aircraft or method comprises one or more lifting bodies that are annular, elliptical, circular, triangular, square, pentagonal, hexagonal, other polygonal shapes, longitudinal, linear, crescent-shaped, or any combination thereof.

[0457] Example 74. The aircraft according to Examples 57-73, wherein one or more lifting bodies are stacked on top of each other.

[0458] Example embodiment 75. The aircraft according to examples 57-74 further includes one or more splitters configured to direct airflow in an upward or downward direction.

[0459] Example 76. An aircraft according to Examples 57-75, wherein one or more lifting bodies have ailerons mounted near the trailing edge, wherein the ailerons are configured to deflect upwards and downwards.

[0460] Example 77. The aircraft according to Examples 57-76, wherein one or more flaps are positioned on one or more lifting bodies, the one or more flaps being configured to retract and extend.

[0461] Example embodiment 78. The aircraft according to examples 57-77 further includes one or more solar panels, wherein the one or more solar panels are configured to provide additional power to the aircraft.

[0462] Example 79. The aircraft according to Example 78, wherein one or more solar panels are positioned on one or more lifting bodies.

[0463] Example 80. The aircraft according to Example 57-79 further includes one or more proximity sensors, wherein the one or more proximity sensors are configured to determine the position of the aircraft relative to another object or obstacle.

[0464] Example 81. The aircraft according to Example 57-80 further includes a parachute, wherein the parachute is configured to be activated to safely land the aircraft.

[0465] Example embodiment 82. The aircraft according to Example embodiments 57-81 further includes an inflatable landing gear, wherein the inflatable landing gear is configured to extend from the bottom surface of the aircraft.

[0466] Example 83. The aircraft according to Examples 57-82, wherein multiple ducts have outlets larger than inlets, and one or more lifting bodies are completely contained within the outlets.

[0467] Example 84. An aircraft includes: a longitudinal body; one or more lifting bodies positioned around the periphery of the longitudinal body, each of the one or more lifting bodies extending laterally outward from a leading edge to a trailing edge; a plurality of propulsion units; and a plurality of ducts, each duct including an inlet positioned to receive an airflow from at least one of the plurality of propulsion units and an outlet positioned to direct the airflow toward the leading edge of at least one of the one or more...

Claims

1. An aerodynamic lift system, comprising: a propulsion unit configured to move air; a duct configured to receive air moved by the propulsion unit to an inlet of the duct and to expel the air out of an outlet of the duct, wherein the inlet extends along an inlet axis and the outlet extends along an outlet axis, and wherein the inlet axis and the outlet axis define a turn angle therebetween; and a lift body configured to receive the air expelled from the outlet of the duct such that the air exerts a lift force on the lift body.

2. The aerodynamic lift system of claim 1, wherein, The inlet axis is at an angle of no more than 45 degrees relative to a reference axis.

3. The aerodynamic lift system of claim 1, wherein, The turn angle is 20 degrees to 45 degrees.

4. The aerodynamic lift system of claim 1, wherein, The lift body defines a chord that is at an angle of no more than 45 degrees relative to a reference axis.

5. The aerodynamic lift system of claim 1, wherein, The inlet axis is parallel to a reference axis.

6. The aerodynamic lift system of claim 1, wherein, The lift body comprises a wing-shaped cross-sectional shape.

7. The aerodynamic lift system of claim 1, wherein, The lift body does not comprise a wing-shaped cross-sectional shape.

8. The aerodynamic lift system of claim 1, wherein, The propulsion unit comprises an electric motor configured to rotate one or more blades.

9. The aerodynamic lift system of claim 1, wherein, A reference axis is parallel to a gravity vector.

10. The aerodynamic lift system of claim 1, wherein, The outlet extends from a vertically lower portion to a vertically upper portion, and wherein the lift body comprises a leading edge positioned closer to the vertically lower portion than to the vertically upper portion.

11. The aerodynamic lift system of claim 1, wherein, The outlet extends from a vertically lower portion to a vertically upper portion, and wherein the lift body comprises a leading edge positioned closer to the vertically upper portion than to the vertically lower portion.

12. The aerodynamic lift system of claim 1, wherein, A cross-sectional area of the outlet of the duct is greater than a cross-sectional area of the inlet of the duct.

13. The aerodynamic lift system of claim 1, wherein, In a direction from the inlet to the outlet, a cross-sectional area of the duct increases along at least one section of the duct.

14. The aerodynamic lift system of claim 1, wherein, A width of the outlet of the duct is greater than a height of the outlet.

15. The aerodynamic lift system of claim 14, wherein, The outlet of the duct is rectangular or circular.

16. The aerodynamic lift system of claim 1, wherein, The lift body is a first lift body, and further comprising a second lift body configured to receive the air expelled from the outlet of the duct such that the air exerts a lift force on the second lift body.

17. The aerodynamic lift system of claim 16, wherein, The second lift body is positioned further from the outlet of the duct than the first lift body.

18. The aerodynamic lift system of claim 16, further comprising a third lifting body configured to receive the air expelled from the outlet of the conduit such that the air exerts a lift force on the third lifting body, wherein, The third lift body is positioned further from the outlet of the duct than the second lift body.

19. The aerodynamic lift system of claim 16, wherein, The outlet of the duct extends from a vertically lower portion to a vertically upper portion, and wherein the first lift body comprises a leading edge positioned closer to the vertically lower portion than to the vertically upper portion.

20. The aerodynamic lift system of claim 1, wherein, The lift body comprises a static inboard portion and a movable outboard portion rotatably attached to the static inboard portion.

21. The aerodynamic lift system of claim 1, wherein, The duct comprises one or more vents of a portion between the inlet and the outlet and is configured to expel some of the air through the one or more vents.

22. The aerodynamic lift system of claim 1, wherein, The duct comprises a series of openings along a bottom portion of the duct.

23. The aerodynamic lift system of claim 1, further comprising one or more blades within the inlet of the duct.

24. The aerodynamic lift system of claim 1, further comprising a sleeve at a top and / or a bottom of the lift body.

25. The aerodynamic lift system of claim 1, wherein, The inlet of the duct includes a circular lip.

26. An aircraft comprising: a central body defining a reference axis; and one or more aerodynamic lift systems attached to the central body, each comprising: a propulsion unit configured to move air; a duct configured to receive air moved by the propulsion unit to an inlet of the duct and to expel the air out of an outlet of the duct, wherein the inlet extends along an inlet axis and the outlet extends along an outlet axis, and wherein the inlet axis and the outlet axis define a turn angle therebetween; and a lift body configured to receive the air expelled from the outlet of the duct such that the air exerts a lift force on the lift body.

27. The aircraft of claim 26, wherein, The inlet axis is at an angle of no more than 45 degrees relative to the reference axis.

28. The aircraft of claim 26 wherein, The turn angle is 20 degrees to 45 degrees.

29. The aircraft of claim 26 wherein, The lift body defines a chord at an angle of no more than 45 degrees relative to the reference axis.

30. The aircraft of claim 26, comprising a plurality of the one or more aerodynamic lift systems annularly distributed about the central body.

31. The aircraft of claim 26, comprising a plurality of said one or more aerodynamic lift systems, and wherein, The lift body of each aerodynamic lift system is a segment of an annular wing of the aircraft.

32. The aircraft of claim 31, wherein, The annular wing is a discontinuous multi-segment wing of the aircraft.

33. The aircraft of claim 31, wherein, The annular wing is polygonal.

34. The aircraft of claim 26, comprising a plurality of the one or more aerodynamic lift systems spaced outwardly from the central body to define airflow passages between the central body and the plurality of the one or more aerodynamic lift systems.

35. The aircraft of claim 26, comprising a plurality of the one or more aerodynamic lift systems spaced circumferentially apart from one another to define airflow passages between adjacent aerodynamic lift systems.

36. The aircraft of claim 26, further comprising a support structure attaching one or more of the one or more aerodynamic lift systems to the central body.

37. The aircraft of claim 36, wherein, The support structure is configured to be deployed or collapsed.

38. The aircraft of claim 26, comprising a plurality of said one or more aerodynamic lift systems, and wherein, The central body is at least partially located between a plurality of the one or more aerodynamic lift systems.

39. The aircraft of claim 26 wherein, The central body is at least partially located below the one or more aerodynamic lift systems.

40. The aircraft of claim 26 wherein, The outlet extends from a vertically lower portion to a vertically upper portion, and wherein the lift body includes a leading edge positioned closer to the vertically lower portion than to the vertically upper portion.

41. The aircraft of claim 26 wherein, The outlet extends from a vertically lower portion to a vertically upper portion, and wherein the lift body includes a leading edge positioned closer to the vertically upper portion than to the vertically lower portion.

42. The aircraft of claim 26 wherein, A cross-sectional area of the outlet of the duct is greater than a cross-sectional area of the inlet of the duct.

43. The aircraft of claim 26 wherein, The propulsion unit includes an electric motor configured to rotate one or more blades.

44. The aircraft of claim 26 wherein, The lift body is a first lift body, and wherein each aerodynamic lift system further comprises a second lift body configured to receive the air expelled from the outlet of the duct such that the air exerts a lift force on the second lift body, wherein the second lift body is positioned further from the outlet of the duct than the first lift body.

45. The aircraft of claim 44, wherein, Each aerodynamic lift system further comprises a third lift body configured to receive the air expelled from the outlet of the duct such that the air exerts a lift force on the third lift body, wherein the third lift body is positioned further from the outlet of the duct than the second lift body.

46. The aircraft of claim 44 wherein, The outlet of the duct extends from a vertical lower portion to a vertical upper portion, and wherein the first lift body comprises a leading edge positioned closer to the vertical lower portion than to the vertical upper portion.

47. The aircraft of claim 26 wherein, The lift body comprises a static front portion and a movable rear portion rotatably attached to the static front portion.

48. The aircraft of claim 26 wherein, The duct comprises a series of openings along its bottom at the outlet of the duct.

49. The aircraft of claim 26 wherein, The central body comprises a passenger cabin or a cargo hold.

50. The aircraft of claim 26, comprising a plurality of said one or more aerodynamic lift systems, and wherein, Two or more ducts of the plurality of one or more aerodynamic lift systems are fluidly connected to one another.

51. The aircraft of claim 26, further comprising one or more additional propulsion units configured to provide thrust in a direction of forward flight.

52. The aircraft of claim 26, further comprising a landing gear.

53. The aircraft of claim 26, further comprising one or more deployable parachutes.

54. The aircraft of claim 26, further comprising one or more solar panels.

55. A system for generating motion via aerodynamic lift, the system comprising: a machine structure having a movable component; and an aerodynamic lift system attached to the movable component, the aerodynamic lift system comprising: a propulsion unit configured to move air; a duct configured to receive air moved by the propulsion unit into an inlet of the duct and expel the air out of an outlet of the duct; and a lift body configured to receive the air expelled from the outlet of the duct such that the air exerts a lift force on the lift body, thereby causing the movable component to move.

56. The system of claim 55, wherein, The inlet extends along an inlet axis that is at an angle of no more than 30 degrees relative to a gravity vector.

57. The system of claim 55, wherein, The lift body defines a chord that is at an angle of no more than 45 degrees relative to a gravity vector.

58. The system of claim 55, wherein, An angle of turn between an inlet axis defined by the inlet of the duct and an outlet axis defined by the outlet of the duct is 20 degrees to 45 degrees.

59. The system of claim 55, further comprising a plurality of aerodynamic lift systems.

60. The system of claim 59, wherein, Each aerodynamic lift system is supported external to the movable component to define an airflow channel between the movable component and the plurality of aerodynamic lift systems.

61. The system of claim 55, wherein, The machine structure comprises a support structure, and wherein the movable component is configured to move relative to the support structure.

62. The system of claim 61, wherein, The support structure is an elevator shaft.

63. The system of claim 62, wherein, The movable component is an elevator car.

64. The system of claim 63, wherein, The propulsion unit is configured to move an indefinite amount of air to cause the elevator car to move at a variable speed in a vertical direction.

65. The system of claim 61, wherein, The support structure is a body of a vehicle.

66. The system of claim 65, wherein, The movable component is a lift arm.

67. The system of claim 66, wherein, The movable component is an excavator or a forklift.

68. The system of claim 61, wherein, The support structure is a wall or a building.

69. The system of claim 68, wherein, The movable component is a cargo hold.

70. The system of claim 68, wherein, The movable component is a lift arm.

71. The system of claim 61, wherein, The movable component is coupled to the support structure via a gear system.

72. The system of claim 55, wherein, The propulsion unit comprises a motor configured to rotate a plurality of blades.

73. The system of claim 55, wherein, The propulsion unit is configured to move an indefinite amount of air to cause the movable component to move at a variable speed.

74. The system of claim 55, further comprising a control system configured to control the propulsion unit to adjust movement of the movable component.

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