An air mobility device improves propulsion due to the Coandă effect when flying so as to increase a flying range and reduces noise when flying.

A vertical take-off and landing (VTOL) aircraft, that may be incorporated into a personal automobile, comprises a rectangular wing including an upper wing section having a right upper wing side and a left upper wing side, a lower wing section having a right lower wing side and left lower wing side, a right vertical wing section coupled to the right upper wing side and to the right lower wing side, and a left vertical wing section coupled to the left upper wing side and to the left lower wing side, the upper wing section having an upper wing cross section with a first asymmetrical airfoil shape configured to cause lift when in forward flight, the lower wing section having a lower wing cross section with a second asymmetrical airfoil shape for causing lift when in forward flight, each of the right vertical wing section and the left vertical wing section having a vertical wing cross section with a symmetrical shape to cause lateral stability when in forward flight; two elevons on at least one of the upper wing section and the lower wing section; at least one rudder on each of the right vertical wing section and the left vertical wing section; a support frame coupled to the rectangular wing; and a propulsion system coupled to the support frame.

The present invention relates to methods, computer program products and computing devices for calibrating a Digital Twin for an autonomous vehicle using machine learning and to the use of the calibrated Digital Twin to both tune at least one controller, navigation algorithms and/or guidance algorithms for an autonomous vehicle using machine learning and to optimising a vehicle shape of an autonomous vehicle using machine learning.

A lifting foil having a configuration with a leading course and trailing course which is rotated about an axis of rotation into a fluid.

A helicopter is described comprising a fuselage elongated along a first axis and extending between a nose and a tail boom; a tailplane with a pair of first aerodynamic surfaces elongated along a second axis; the first and second axis define a first plane; the helicopter comprises a pair of elements transversal to the first aerodynamic surfaces; and a pair of second aerodynamic surfaces generating respective second aerodynamic forces, connected to first elements, and facing and spaced from respective first aerodynamic surfaces; each second aerodynamic surface comprises one first root end connected to the respective said element, a second free end spaced from said tail boom, a first leading edge, a first trailing edge opposite to said first leading edge, a first chord at said first root end and a second chord at said second free end parallel to said first axis; the first and the second chord define a second plane tilted with respect to said first plane.

[Objective] To provide, as to an aerial vehicle equipped with a multicopter mechanism, an aerial vehicle having both a vertical take-off and landing function and a horizontal cruise function and having an excellent cruising performance.

[Solving Means] In order to accomplish the above-mentioned objective, an aerial vehicle according to an embodiment of the present invention includes a propulsion unit and a fuselage unit. The propulsion unit includes a rotary shaft extending in a first direction and thrust producing mechanisms provided at both ends of the rotary shaft and produces a propulsion force for flying in air. The fuselage unit is suspended from the propulsion unit below the rotary shaft, has a center of gravity at a position below the rotary shaft, is configured to be freely rotate around the rotary shaft, and is capable of storing an article.

A vehicle, includes a main body. A fluid generator is coupled to the main body and produces a fluid stream. At least one tail conduit is fluidly coupled to the generator. First and second fore ejectors are coupled to the main body and respectively coupled to a starboard side and port side of the vehicle. The fore ejectors respectively comprise an outlet structure out of which fluid flows. At least one tail ejector is fluidly coupled to the tail conduit. The tail ejector comprises an outlet structure out of which fluid flows. A primary airfoil element includes a closed wing having a leading edge and a trailing edge. The leading and trailing edges of the closed wing define an interior region. The at least one propulsion device is at least partially disposed within the interior region.

An extremely quiet short take-off and landing (STOL) aircraft includes: two wings, wherein each wing comprises an engine system; a fuselage structurally connected to each wing; and a ducted fan thruster positioned on the fuselage in an orientation that is rotated relative to the typical orientation on a helicopter. An extremely quiet STOL aircraft includes: two wings, wherein each wing comprises an engine system; a fuselage structurally connected to each wing; channel shrouds surrounding at least one of the engine systems; and a ducted fan thruster positioned on the fuselage. An extremely quiet STOL aircraft includes: two wings, wherein each wing comprises an engine system, the engine system comprising two engine dual packs; a fuselage structurally connected to each wing; and a ducted fan thruster positioned on the fuselage.

An aircraft includes a fuselage and a primary airfoil having a first upper surface. The first upper surface has a recess disposed therein. A conduit is in fluid communication with recess. An ejector is disposed within the recess. The ejector is configured to receive compressed air via the conduit. The ejector is further configured to produce a propulsive efflux stream. A secondary airfoil is coupled to the primary airfoil and has a second upper surface. The ejector is positioned such that the efflux stream flows over the second surface. The second surface is oriented so as to entrain the efflux stream to flow in a direction substantially perpendicular to the first upper surface.

An embodiment of the invention provides a method where retractable ducts or shrouds are extended over propeller(s) that are fixed in wing channels on an aircraft during takeoff and landing to increase flight safety and efficiency. Fully extending the duct or shroud during takeoff increases lift and upward thrust, while retracting the duct or shroud and stowing the duct or shroud inside of the wing during forward cruise decreases aircraft drag and increases lift. Duct or shroud extension during takeoff also enables critical safety and noise cancellation functionality. The method provided for safe and efficient takeoff can be applied in reverse order for safe and efficient landing.