Aerodynamic lifting structures, such as aircraft wings, having embedded engines and associated methods and systems are disclosed herein. A wing assemblies configured in accordance with embodiments of the present technology can include, for example, an upper wing portion, a lower wing portion, and a plurality of independent ducts positioned between the upper wing portion and the lower wing portion. Each duct can extend between a corresponding inlet positioned toward a leading portion of the wing assembly and a corresponding outlet positioned toward a trailing portion of the wing assembly. The wing assembly can further include a plurality of fans and a plurality of electric motors operably coupled to the plurality of fans. The fans and electric motors are positioned in the corresponding individual ducts and the fan is rotatable to propel fluid received in the inlet through the duct to create lift.

Aerodynamic lifting structures, such as aircraft wings, having embedded engines and associated methods and systems are disclosed herein. A wing assemblies configured in accordance with embodiments of the present technology can include, for example, an upper wing portion, a lower wing portion, and a plurality of independent ducts positioned between the upper wing portion and the lower wing portion. Each duct can extend between a corresponding inlet positioned toward a leading portion of the wing assembly and a corresponding outlet positioned toward a trailing portion of the wing assembly. The wing assembly can further include a plurality of fans and a plurality of electric motors operably coupled to the plurality of fans. The fans and electric motors are positioned in the corresponding individual ducts and the fan is rotatable to propel fluid received in the inlet through the duct to create lift.

An electrical propulsion system includes an electrical motor configured to drive one or more propellers of the aircraft, a capacitor configured to stabilize a direct current (DC) bus voltage, a first inverter circuit coupled to the capacitor and configured to convert the DC bus voltage to alternate current (AC) voltages to drive a first set of stator windings of the electrical motor, in response to a first pulse width modulation (PWM) vector, and a second inverter circuit coupled to the capacitor and configured to convert the DC bus voltage to AC voltages to drive a second set of stator windings of the electrical motor, in response to a second PWM vector. The first PWM vector and the second PWM vector are substantially equal and opposite vectors.

A propulsion assembly includes a first torque source coupled with a first shaft and a second torque source coupled with a second shaft. A coupler selectively couples the first and second torque sources. When the first and second torque sources are coupled via the coupler, in response to a command to decouple the first torque source, an unloading operation is performed to decrease the torque output provided by the first torque source to a threshold, and when reached, the first shaft is decoupled from the coupler. When the first torque source is coupled with the coupler but the second torque source is not, in response to a command to couple the second torque source, a speed matching operation is performed to increase the speed of the second shaft to match a speed of the first shaft, and when the speeds are matched, the second shaft is coupled to the coupler.

A fuselage for a convertible aircraft is described, comprising a nose and a tail arranged on mutually opposite sides along a first longitudinal axis of the fuselage; a first portion and a second portion arranged one after the other, proceeding along the first axis from the nose towards the tail; and an electric power source connectable with at least one electric powertrain and arranged inside the second portion; the first and second portion define respectively a first and a second section in a plane orthogonal to the first axis; the second section defines at least one air intake that is open towards the outside of the fuselage itself and fluidically connected with the source so as to convey, in use, a flow of cooling air onto the source itself following the forward motion of the aircraft; the second section having a larger area than the first section; the air intake being arranged at a sidewall of the second portion and externally to the first portion and in a view parallel to the first axis.

An electrically powered vehicle comprises a DC bus and a plurality of batteries, each coupled in parallel to the DC bus. At least one switch is coupled in series between at least one battery of the plurality of batteries and the DC bus and a plurality of inverter circuits are each coupled in parallel to the DC bus. A plurality of motors are each coupled to a respective inverter circuit of the plurality of inverter circuits. In various embodiments the electrically powered vehicle further comprises a plurality of switches, each switch coupled in series between a respective battery of the plurality of batteries.

An electrically powered vehicle comprises a DC bus and a plurality of batteries, each coupled in parallel to the DC bus. At least one switch is coupled in series between at least one battery of the plurality of batteries and the DC bus and a plurality of inverter circuits are each coupled in parallel to the DC bus. A plurality of motors are each coupled to a respective inverter circuit of the plurality of inverter circuits. In various embodiments the electrically powered vehicle further comprises a plurality of switches, each switch coupled in series between a respective battery of the plurality of batteries.

In an aircraft, a cooling target having a different amount of heat depending on a situation is sufficiently cooled. An aircraft is provided with a cooling facility having a first cooling circuit and a second cooling circuit that are independent of each other. The first cooling circuit includes a first circulation flow path that allows a first cooling medium to sequentially and repeatedly pass through a cooling target. Similarly, the second cooling circuit includes a second circulation flow path that allows a second cooling medium to sequentially and repeatedly pass through the cooling target. Here, the first circulation flow path and the second circulation flow path do not communicate with each other. Therefore, the first cooling medium and the second cooling medium do not merge or split.

In an aircraft, a cooling target having a different amount of heat depending on a situation is sufficiently cooled. An aircraft is provided with a cooling facility having a first cooling circuit and a second cooling circuit that are independent of each other. The first cooling circuit includes a first circulation flow path that allows a first cooling medium to sequentially and repeatedly pass through a cooling target. Similarly, the second cooling circuit includes a second circulation flow path that allows a second cooling medium to sequentially and repeatedly pass through the cooling target. Here, the first circulation flow path and the second circulation flow path do not communicate with each other. Therefore, the first cooling medium and the second cooling medium do not merge or split.

A rotor mounting assembly for a vertical take-off and landing aircraft includes a boom configured for mounting to a wing of the aircraft; a mount for mounting a rotor assembly, the mount connected to the boom at a joint and tiltable about the joint from a forward thrust orientation in which the rotor assembly can provide forward thrust for forward flight to a vertical thrust orientation in which the rotor assembly can provide vertical thrust for vertical take-off and landing and hover; a multi-link assembly extending from the boom to the mount; and a rotary actuator for actuating the multi-link assembly to control tilting of the mount.