A ducted fan assembly includes a duct having an inlet, an inner surface, an expanding diffuser and an outlet. A fan disposed within the duct between the inlet and the expanding diffuser is configured to rotate about a fan axis to generate airflow. An active flow control system includes a plurality of injection zones circumferentially distributed about the inner surface. The expanding diffuser has a diffuser angle configured to create flow separation when the airflow is uninfluenced by the active flow control system such that the airflow has a thrust vector with a first direction that is substantially parallel to the fan axis. Injection of pressurized air from one of the injection zones asymmetrically reduces the flow separation between the airflow and the expanding diffuser downstream of that injection zone such that the thrust vector of the airflow has a second direction that is not parallel to the first direction.

An aircraft that closely integrates thrust and aerodynamics to achieve VTOL flight, forward flight, and smooth transitions from VTOL to forward flight. The invention combines a Box wing, Ducted Rotors and movable Flaperons for VTOL and sustained forward flight of an aircraft. In forward flight, the concept uses a plurality of fixed Ducted Rotors to not only provide thrust, but also enhance dynamic lift and controllability by interacting closely with the two fixed primary lifting bodies of each ducted wing section. In VTOL flight and transitioning to forward flight, the Ducted Rotors direct air through movable Flaperons attached to the trailing end of the ducted wings, providing smooth power, controllability, and aircraft orientation throughout transition. Throughout all phases of flight, differential actuation of Ducted Rotors and Flaperons provide control.

A propulsion system for providing propulsion of an aircraft includes a plurality of electric motors coupled with a rotor of the aircraft to drive the rotor and a propulsion motor control. The propulsion motor control includes at least one processor electrically connected with at least one electric motor to actuate the at least one electric motor and at least one battery electrically connected with the at least one processor and at least one electric motor to provide power to the at least one processor and the at least one electric motor. The propulsion motor control actuates the plurality of electric motors based on a desired torque level to drive the rotor to provide propulsion of the aircraft.

A vertical take-off and landing aircraft includes a wing body, a duct, a rotary wing, upper-surface hinges, and upper-surface covers. The upper-surface hinges are provided at an upper-surface opening of the duct. The upper-surface covers are pivotally supported by the upper-surface hinges, and configured to cause the upper-surface opening to be open and closed. The upper-surface covers are configured to pivot, upon forward moving of the aircraft, in a closing direction by negative pressure generated on an upper surface side of the wing body, to cause the upper-surface opening to be closed. The upper-surface covers are configured to pivot, upon hovering of the aircraft, in an opening direction by pressure of an airflow flowing in the duct from the upper side to a lower side in accordance with rotation of the rotary wing, own weights of the upper-surface covers, or both, to cause the upper-surface opening to be open.

This rotary electric machine includes two movable parts which are placed with a stator core interposed therebetween and rotate about an identical rotary shaft. At least part of the stator core is formed by stacking thin sheets in a rotation direction of the two movable parts. The stator core has, at both ends, stator core retention portions extended in a direction parallel to surfaces thereof opposed to the two movable parts and perpendicular to the rotation direction of the movable parts. Retention surfaces of the stator core retention portions at both ends are respectively fixed by retention members. The retention surfaces of the stator core retention portions at both ends are formed to face toward each other.

Disclosed herein are a method for manufacturing a propulsion unit having a rim foil, which can significantly reduce drag during forward flight while protecting a rotor blade from surrounding obstacles, a propulsion unit manufactured by the same, and a flying vehicle including the propulsion unit. The method includes: a plate member formation step in which an airfoil-type plate member is formed to have an outline forming an airfoil shape in side view; a rim foil formation step in which a through-hole is formed in the airfoil type plate member to form a rim foil member having an outline forming at least a portion of an airfoil shape in side view; and a rotor blade installation step in which a rotor blade is installed in the through-hole.

A multirotor aircraft with an airframe that extends in a longitudinal direction, and with at least one thrust producing unit for producing thrust in a predetermined thrust direction, wherein the at least one thrust producing unit comprises a shrouding that is associated with at least one rotor assembly comprising at least one electrical engine, wherein the shrouding defines a cylindrical air duct that is axially delimited by an air inlet region and an air outlet region, wherein a cantilever is mounted at a leading edge region of the cylindrical air duct to the shrouding such that the cantilever is arranged inside of the cylindrical air duct and oriented at least essentially in parallel to the longitudinal direction, wherein the shrouding comprises a forward beam which connects the cantilever to the airframe, the forward beam being arranged outside of the cylindrical air duct and comprising a forward flange that is rigidly attached to the airframe, wherein the at least one electrical engine is mounted to the cantilever, and wherein the cylindrical air duct is provided in opened perimeter configuration, the shrouding being at least partly cut-off in the opened perimeter configuration at a trailing edge region of the cylindrical air duct over a predetermined opening angle.

A biplane flying device includes a fuselage, an upper wing, a lower wing, a first propulsion assembly and a second propulsion assembly. The upper wing is connected to one side of the fuselage. The upper wing has a first end and a second end opposite to each other. The lower wing is connected to the fuselage and opposite to the upper wing. The lower wing has a third end and a fourth end opposite to each other. The first end is opposite to the third end, and the second end is opposite to the fourth end. The first propulsion assembly is connected between the first end, the third end and the fuselage. The second propulsion assembly is connected between the second end, the fourth end and the fuselage.

The present invention relates to an electrical aircraft engine. The engine includes a stator with windings for generating a rotating magnetic field. The engine further includes a rotor for rotating inside or outside the stator. The rotor has a fan or propeller including thrust blades. The fan or propeller defines a closed-loop conductor. Advantageously, the thrust blades may generate direct thrust by moving fluid (i.e. gas or liquid), instead of driving a drive shaft, in turn, coupled to thrust blades.

Multiple propulsion units mounted inside an enclosure near openings can be used to control the fluid flow in and out of the openings and also to determine the total fluid flow at any additional uncontrolled openings. By controlling the fluid flow, where such control is available, and by considering the resulting flow at any uncontrolled enclosure openings, it may be possible to achieve a desired thrust vector but have a more favorable weight/shape/efficiency than would be possible without the enclosure and use of coordinated control of fluid flow into or out of some openings. The designed geometry of the enclosure is an important consideration and will have an effect on the overall thrust magnitude and direction. A grouping of propulsion systems can be coordinated to achieve a more general thrust vector and associated moment on a vehicle.