Mobile units have the following inseparable sub-assemblies: a cylindrical outer envelope with low conicity or even constant section, one or more longitudinal fluidic channels, sensors, and one or more transverse fluidic channels. Each fluidic channel convergent at the inlet and divergent at the outlet to ensure the absorption of the entire frontal fluid vein. The motorizations are engineered for fluidic channeling design and each one controlled by the sensors fitted to measure differential pressures between external and absorbed fluid media. The transverse fluidic channels connected on demand, upstream to the high-pressure outlets of the longitudinal fluidic channels, downstream to pressurized boxes for vertical and directional movements. A set of volumes internal to the external fuselage envelope, not occupied by other devices of the mobile units, structured in technical operating sub-assemblies.

Methods, devices, and systems of various embodiments are disclosed for operating a UAV. Various embodiments include a UAV having a pivotal platform, a tilt assembly, and a processor. The pivotal platform may be configured to selectively tilt relative to a frame of the UAV. The tilt assembly may be configured to change a tilt angle of the pivotal platform. The processor may be coupled to the tilt assembly and configured with processor-executable instructions to determine whether to implement a first change of the tilt angle of the pivotal platform in order to causes a first adjustment of a lift/drag profile of the UAV. The processor may also be configured to activate the tilt assembly to implement the determined first change in the tilt angle of the pivotal platform in response to determining that the first change should be implemented.

An unmanned aerial vehicle (UAV) is provided with a plurality of synthetic jet actuators and a nonlinear robust controller. The controller compensates for uncertainty in a mathematic model that describes the function of the synthetic jet actuators. Compensation is provided by the use of constant feedforward best guess estimates that eliminate the need for more highly computationally burdensome approaches such as the use of time-varying adaptive parameter estimation algorithms.

Systems and methods are provided for aircraft attitude control. The aircraft attitude control may take physical parameters of the aircraft into account. For example, one or more aircraft configuration parameters, such as moment of inertia, motor lift curve, and/or axial distance may be calculated and/or taken into account based on the aircraft physical parameters. The aircraft configuration parameters may include non-linear parameters. The control systems may include feedback control systems, and may optionally use a feedforward and feedback control for angular acceleration.

Systems and methods are provided for aircraft attitude control. The aircraft attitude control may take physical parameters of the aircraft into account. For example, one or more aircraft configuration parameters, such as moment of inertia, motor lift curve, and/or axial distance may be calculated and/or taken into account based on the aircraft physical parameters. The aircraft configuration parameters may include non-linear parameters. The control systems may include feedback control systems, and may optionally use a feedforward and feedback control for angular acceleration.

A vehicle includes a main body and a gas generator producing a gas stream. At least one fore conduit and tail conduit are fluidly coupled to the generator. First and second fore ejectors are fluidly coupled to the at least one fore conduit. At least one tail ejector is fluidly coupled to the at least one tail conduit. The fore ejectors respectively include an outlet structure out of which gas from the at least one fore conduit flows. The at least one tail ejector includes an outlet structure out of which gas from the at least one tail conduit flows. First and second primary airfoil elements have leading edges respectively located directly downstream of the first and second fore ejectors. At least one secondary airfoil element has a leading edge located directly downstream of the outlet structure of the at least one tail ejector.

A vehicle includes a main body and a gas generator producing a gas stream. At least one fore conduit and tail conduit are fluidly coupled to the generator. First and second fore ejectors are fluidly coupled to the at least one fore conduit. At least one tail ejector is fluidly coupled to the at least one tail conduit. The fore ejectors respectively include an outlet structure out of which gas from the at least one fore conduit flows. The at least one tail ejector includes an outlet structure out of which gas from the at least one tail conduit flows. First and second primary airfoil elements have leading edges respectively located directly downstream of the first and second fore ejectors. At least one secondary airfoil element has a leading edge located directly downstream of the outlet structure of the at least one tail ejector.

A propulsion system coupled to a vehicle. The system includes a convex surface, a diffusing structure coupled to the convex surface, and at least one conduit coupled to the convex surface. The conduit is configured to introduce to the convex surface a primary fluid produced by the vehicle. The system further includes an intake structure coupled to the convex surface and configured to introduce to the diffusing structure a secondary fluid accessible to the vehicle. The diffusing structure comprises a terminal end configured to provide egress from the system for the introduced primary fluid and secondary fluid.

A propulsion system coupled to a vehicle. The system includes a convex surface, a diffusing structure coupled to the convex surface, and at least one conduit coupled to the convex surface. The conduit is configured to introduce to the convex surface a primary fluid produced by the vehicle. The system further includes an intake structure coupled to the convex surface and configured to introduce to the diffusing structure a secondary fluid accessible to the vehicle. The diffusing structure comprises a terminal end configured to provide egress from the system for the introduced primary fluid and secondary fluid.

A propulsion system coupled to a vehicle. The system includes an ejector having an outlet structure out of which propulsive fluid flows at a predetermined adjustable velocity. A control surface having a leading edge is located directly downstream of the outlet structure such that propulsive fluid from the ejector flows over the control surface.