Patent ID: 12187449

DETAILED DESCRIPTION

Aspects of the presently disclosed inlet assembly for an aerial vehicle are described in detail with reference to the drawings, in which like reference numerals designate identical or corresponding elements in each of the several views.

Although this disclosure will be described in terms of specific aspects, it will be readily apparent to those skilled in this art that various modifications, rearrangements, and substitutions may be made without departing from the spirit of this disclosure.

As used herein, the term “forward” refers to an upstream portion of an aerial vehicle (e.g., a missile, projectile, aircraft engine, and the like) and the term “aft” refers to a downstream portion of the aerial vehicle.

As used herein, the term “about” means that the numerical value is approximate and small variations would not significantly affect the practice of the disclosed aspects of this disclosure. Where a numerical limitation is used, unless indicated otherwise by the context, “about” means the numerical value can vary by ±15% and remain within the scope of the disclosed aspects of this disclosure.

This disclosure provides an inlet assembly for aerial vehicles (AV) with air-breathing propulsion systems. The inlet assembly is selectively deployable into an air stream flowing around the AV to provide air to the air-breathing propulsion system. The inlet assembly is selectively removable from the air stream, such as, for example, after the air-breathing propulsion system shuts down or consumes all available fuel, thereby reducing aerodynamic drag caused by the deployment of the inlet assembly.

With reference toFIG.1, an aerial vehicle100includes a housing120supporting an inlet assembly110, a propulsion system150supported within the housing120, and a convergent-divergent (“CD”) nozzle160extending from the housing120. The inlet assembly110is supported by the housing120in an intermediate portion of the housing120. For example, the inlet assembly110may be supported anywhere between about a third (about 33%) of a length L of the housing120relative to a forward most end to about two-thirds (about 66%) of the length of the housing120relative to the forward most end. In aspects, the inlet assembly110may be disposed in the final third of the length of the housing120relative to the forward most end. The housing120defines a downstream housing segment112aft of the inlet assembly110and the housing120defines an upstream housing segment114forward of the inlet assembly110. The inlet assembly110includes a first fluid channel250and the downstream housing segment112defines an aerodynamically contoured second fluid channel116.

The housing120is configured to house a payload130and support a propellant140for operating a combustor of the propulsion system150. The CD nozzle160is disposed on and extends from an aft end portion of the housing120. The inlet assembly110is configured to be actuated between a stowed position, wherein air flows over the housing120and the inlet assembly110, and a deployed position, wherein the inlet assembly110directs air to the propulsion system150.

The propellant140supported in the housing120may be a solid fuel and/or a liquid fuel propellant to be combusted or burned by the propulsion system150to generate thrust. For example, the propellant140may be in the form of hot fuel-rich gas generated from a mixture of a solid oxidizer and a solid fuel into a solid propellant (via a gas generator). Air supplied by the inlet assembly110may be mixed with the propellant140to cause the hot fuel-rich gas to combust.

The propulsion system150of the aerial vehicle100can be any engine configured to generate thrust or propulsion. The propulsion system150may be provided in the form of a ducted rocket (e.g., an air-augmented rocket including a convergent-divergent nozzle) as illustrated inFIG.1. The propulsion system150may include a combustion chamber and/or a gas generator, such as those disclosed in U.S. patent application Ser. No. 17/339,208 by Balepin et al., filed Jun. 4, 2021, the entire contents of which are herein incorporated by reference. The propulsion system150may be a rotating detonation engine or a gas generator rotating detonation engine. Any propulsion system150including ramjet propulsion systems known by those of ordinary skill in the art may be used as the propulsion system150.

Advantageously, the aerial vehicle100can carry more payload130and propellant140than aerial vehicles including forward air channels that cause air to flow into a forward portion of a housing and through the housing to the propulsion system. For example, the aerial vehicle100with the inlet assembly110may carry up to 40% more propellant140with the same payload130than such aerial vehicles having a similar housing that includes forward air channels which must be accommodated by space defined by the housing of such aerial vehicles, as the forward air channels extend from the forward most portion of such aerial vehicles to an aftmost portion of such aerial vehicles. By removing the forward air channels that extend from a forward portion to the propulsion system, a useable volume of the housing120is increased. The housing120defines a first volume V1configured to house the propellant140and/or the payload130. The inlet assembly110is configured to enable the first volume V1to define more useable space (e.g., up to about 40% additional useable space) versus a volume of the prior art PV since first volume V1does not need to accommodate forward air channels extending along the housing120. The housing120may define a first volume V1that fills an inside diameter of the housing from a nose of the housing to about the flap280or the scoop230. The first volume V1thus is configured to continuously and/or uninterruptedly house the payload130and the propellant140from the nose122of the housing120to about the flap280or the scoop230.

The additional useable space may be used to carry more propellant140, more payload130(e.g., munitions), or eliminated completely by reducing size of the aerial vehicle100otherwise required to carry the same payload130or propellant140. For example, the diameter of the payload130may be increased, thereby reducing its length while preserving total volume of the payload. In a further non-limiting aspect of the previous example, the length of a propellant grain of propellant140may be increased due to a decrease in the length of the payload or the diameter of the propellant140may be increased (since there are no forward air channels extending to the rear of the aerial vehicle100).

With additional reference toFIGS.2A-C, the inlet assembly110of the aerial vehicle100includes a scoop230coupled to the downstream housing segment112of the housing120via a hinge240. The scoop230defines the aerodynamically contoured first fluid channel250which is in fluid communication with the aerodynamically contoured second fluid channel116defined in the downstream housing segment112of the housing120. The scoop230is configured to direct air from the air stream flowing over the housing120into the propulsion system150via the first and second fluid channels250,116.

The inlet assembly110of the aerial vehicle100also includes an inlet actuator270configured to enable the scoop230to operably transition the inlet assembly110between the stowed position and the deployed position. A flap280is supported by the housing120upstream of the scoop230and is attached to the upstream housing segment114of the housing120via a hinge290. The flap280may be a contoured plate. The flap280is also actuatable between a stowed position and a deployed position. The flap280is configured as a compression ramp that compresses air flowing thereover and directs the air up into the scoop230. The flap280and the scoop230, when in the deployed position, form a narrowing fluid compression channel284with its largest cross-sectional area at the forwardmost portion of the flap280and narrowing to its smallest cross-sectional area into and through the first fluid channel250, such that, as air flows over the flap280and into the first fluid channel250, the air continually compresses as the fluid compression channel284constricts.

When the inlet assembly110of the aerial vehicle100is in the stowed position, an outer wall232of the scoop230and the flap280are in registration with (e.g., aligned with, approximately flush with, and/or ‘submerged’ relative to) the outer surface of the upstream and downstream housing segments114,112of the housing120. When the inlet assembly110is in the stowed position, the scoop230and the flap280are disposed so as to reduce the drag on the aerial vehicle100relative to when the inlet assembly110is in the deployed position. In aspects, the drag is reduced to the minimum aerodynamic drag of the aerial vehicle100.

When the inlet assembly110of the aerial vehicle100is in the deployed position, the scoop230projects from the housing120to direct air into the propulsion system150via the first and second fluid channels250,116. When the inlet assembly110is in the deployed position, air flows over the flap280and is directed into the scoop230and into the first and second fluid channels250,116, where the air mixes with the propellant140. The propellant140may be gasified and mixed with the air (e.g., if the propellant is a solid or liquid) or the propellant140may be injected into propulsion system150as a liquid and mixed with the air.

In the deployed position, the flap280forms a first angle α with the housing120and the scoop230forms a second angle β with the housing120. The first angle α may be between 10° and 20° and the second angle β may be between 10° and 20°. The first and second angles α and β are each less than 90°. In another example, the first angle α may be 45° and the second angle β may be 45°. In yet another example, the first angle α may be 30° and the second angle β may be 60°. The first and second angles α and β may be of equal or different degrees. When the flap280and the scoop230are in the deployed position an aftmost portion of the flap280is adjacent the forwardmost portion of the scoop230such that a third angle γ is formed. The first, second, and third angles α, β, and γ, may form a triangle. In aspects, the third angle γ is obtuse (e.g., 140°) and the first and second angles α and β are acute (e.g., each 20°) such that air flows smoothly over the flap280and the scoop230. For example, the first and second angles α and β are acute such that there is no separation point in the air flow until after the air passes a leading edge234of the scoop230to reduce drag acting on the aerial vehicle100.

The inlet actuator270transitions the scoop230and/or the flap280to the deployed position either before the propulsion system150is activated or initiated after launch to produce thrust or, if propulsion system150is intermittently activated or initiated throughout a flight path, before the propulsion system150is re-activated or re-initiated to produce thrust, as described in more detail below. If the propulsion system150is intermittently activated throughout a flight path, after or prior to each time propulsion system150is de-activated, the inlet actuator270transitions the scoop230and/or flap280to the deployed position. In aspects, the inlet actuator270transitions the scoop230and/or the flap280to the deployed position before the aerial vehicle100begins its flight path and transitions the scoop230and/or the flap280after the propulsion system150consumes all of the propellant140.

The inlet assembly110may include a controller260that has a processor262and a memory264. The memory264includes instructions stored thereon which, when executed by the processor, control actuation of the scoop230and/or the flap280. The processor262and the memory264may be disposed in and supported by the housing120. The instructions, when executed by the processor, may cause the inlet actuator270to release and deploy the scoop230and the flap280. In aspects, the instructions can cause the inlet actuator270to selectively transition the scoop230from the deployed position to the stowed position, and vice versa.

In various aspects, the processor262may be any type of processor such as, without limitation, a digital signal processor, a microprocessor, general purpose microprocessors, an application specific integrated circuits (ASICs), a graphics processing unit (GPU), field-programmable gate array (FPGA), or a central processing unit (CPU).

In various embodiments, the memory264can be random access memory, read-only memory, magnetic disk memory, solid-state memory, optical disc memory, and/or another type of memory (e.g., RAM, ROM, EEPROM, flash memory, or the like). In various embodiments, the memory264can be separate from the controller260and can communicate with the processor262through communication buses of a circuit board and/or through communication cables such as serial ATA cables or other types of cables. The memory264includes computer-readable instructions that are executable by the processor to operate the inlet actuator270. In various embodiments, the controller260may include a network interface to communicate with other computers or a server.

In aspects, as described above, the inlet actuator270of the inlet assembly110may actuate the scoop230and the flap280at various points along a flight path of the aerial vehicle100. For example, the inlet actuator270may deploy the scoop230and the flap280at the beginning of a flight path of the aerial vehicle100, stow the scoop230and/or the flap280after all or a portion of the propellant140has been consumed by the propulsion system150, and/or re-deploy the scoop230and/or flap280at a later point in the flight path if there is further propellant140to be consumed to produce thrust. The scoop230and the flap280may be actuated to various degrees of deployment to control the amount of air flowing into the first and second fluid channels250,116.

By selectively deploying and stowing the inlet assembly110of the aerial vehicle100, an aerodynamic drag force acting on the aerial vehicle100can be reduced for portions of the flight resulting in an increase in the flight range for a given amount of fuel. In aspects, the inlet assembly110enables the aerial vehicle100to carry and consume less fuel to achieve a similar flight distance compared to another aerial vehicle with a traditional inlet. The inlet assembly110eliminates or reduces this aerodynamic drag force and increases the effective flight distance of the aerial vehicle100. Deploying the inlet assembly110post-launch of the aerial vehicle further enables performance benefits (e.g., reduction in drag and increase in effective flight distance) in gun-launched, air-launched, and tube-launched projectiles. Additionally, by providing the inlet assembly110and eliminating forward air inlets a nose122of the aerial vehicle100may be aerodynamically contoured and configured to reduce aerodynamic drag in a manner not possible when the nose122includes the forward air inlets of the prior art. Further, by providing the inlet assembly110there may be about a 1% to about a 70%, or at least about a 50% increase in flight range of the aerial vehicle100.

With additional reference toFIG.2D, the aerial vehicle100may include a plurality of inlet assemblies110. The aerial vehicle100may contain between one and eight, or more, inlet assemblies110disposed about the housing120. The plurality of inlet assemblies110may be evenly disposed about a circumference of the aerial vehicle100. In aspects, the inlet assembly110may include a plurality of scoops230and a plurality of flaps280, where each scoop230is paired with a respective flap280as described above.

The scoop230and the flap280of the inlet assembly110may be spaced apart to define a slot282therebetween. The slot282is configured to passively control a boundary layer of the air flowing over the flap280and into the scoop230. The boundary layer includes higher pressure air flowing over the flap280which is bled down into the slot282and then around and between each scoop230externally of the aerial vehicle100.

With reference toFIGS.3A-C, another aerial vehicle300includes the inlet assembly110having the scoop230, the flap280, and an inlet actuator370. The aerial vehicle300is similar to aerial vehicle100and for the sake of brevity, only the differences are discussed below.

The inlet actuator370of aerial vehicle300may be a passive deployment release mechanism configured to actuate the scoop230or the flap280. The inlet actuator370may be a spool initiator (a split-spool initiator), a non-explosively actuated release mechanism, separation nut mechanism, cable release mechanism, pin puller, and/or a tension release mechanism known by those of ordinary skill in the art.

In aspects, the inlet actuator370is an electric spool initiator configured to maintain the scoop230and the flap280in the stowed position, via, for example, a fastener372(e.g., a hook, a magnet, a clip, a wire, etc.). The inlet actuator370may receive an electric signal that causes the inlet actuator370to release the scoop230and the flap280. When the electric signal reaches the inlet actuator370, the inlet actuator370is configured to release the fastener372. The fastener372is attached to the scoop230and therefore when the inlet actuator370releases the fastener372, the scoop230and the flap280move to the deployed position. After release, the scoop230and the flap280‘passively’ open under centrifugal force (for spin-stabilized aerial vehicles) and/or aerodynamic forces acting on the aerial vehicle100. In aspects, the inlet actuator370may include a fuse or initiator that burns at an overcurrent condition and thus releases the scoop230when the fuse or initiator is consumed. The electric signal may generate an electric current that is equal to or greater than the overcurrent condition to burn the fuse. Alternatively, a fuse element can be coupled to scoop230or flap280and burned at an overcurrent condition (by passing a current through the fuse element) to break through the fuse element to release the scoop230or flap280.

With reference toFIG.4, another aerial vehicle400includes the inlet assembly110having the scoop230, the flap280, and the inlet actuator370that further includes a biasing member472. The aerial vehicle400is similar to aerial vehicles100and300, and, for the sake of brevity, only the differences are discussed below.

The inlet actuator370(e.g., a passive deployment release mechanism) of aerial vehicle400further includes the biasing member472that is configured to urge the scoop230and the flap280to deploy. The biasing member472may be a leaf spring. When the inlet actuator370releases the scoop230and/or the flap280, the biasing member472urges at least one of the scoop230or the flap280into the deployed position and holds the scoop230and/or the flap280in the deployed position. The biasing member472enables the scoop230and/or the flap280to be actuated to the deployed position irrespective of a centrifugal or aerodynamic force that may be acted on the aerial vehicle400.

With reference toFIG.5, still another aerial vehicle500includes the inlet assembly110having the scoop230, the flap280, and an inlet actuator570. The aerial vehicle500is similar to the aerial vehicle100, and, for the sake of brevity, only the differences are discussed below.

The inlet actuator570of aerial vehicle500is a driving mechanism570and includes a motor572and a lever574configured to actuate the scoop230and/or the flap280between the stowed position and the deployed position. In aspects, the motor572is directly connected to the lever574. In aspects, aerial vehicle500includes a plurality of scoops230, a plurality of flaps280, a plurality of motors572, and a plurality of levers574that together define a plurality of inlet assemblies. In aspects, there may be the same or different amounts of the motors572, levers574, scoops230, and flaps280. In other aspects, one or more motors572are connected to a driver576which is configured to push and/or pull all levers574approximately simultaneously, thereby actuating the plurality of scoops230and/or the plurality of flaps280between the stowed positions and the deployed positions. The driving mechanism570enables the scoop230and the flap280to be returned to the stowed position from the deployed position, for example, after all the propellant140(or after a predetermined portion thereof) is consumed by the propulsion system150. By enabling the scoop230and the flap280to be returned to the stowed position, the aerodynamic drag acting on the aerial vehicle500may be reduced for the duration of the flight path, for a predetermined time, or until re-deployment of the scoop230and the flap280are desired.

With reference toFIGS.6A-6B, yet another aerial vehicle600includes the inlet assembly110having the scoop230, the flap280, and any of the inlet actuators270,370,470, or570and is similar to any of the above aerial vehicles100,300,400,500and, therefore, only the differences between the aerial vehicle600and the aerial vehicles100,300,400,500are discussed below.

The flap280of the aerial vehicle600is configured as a compression ramp680integrally formed with the scoop230and extends forward from the scoop230. The compression ramp680enables further reduction of aerodynamic drag and therefore aerodynamic losses by eliminating the gap282(seeFIG.2B) formed between the scoop230and the flap280when the scoop230and the flap280are in the deployed position. When the compression ramp680and the scoop230are in the stowed position, the compression ramp680is disposed at or below the outer surface of the upstream and downstream housing segments114,112of the housing120, and the outer wall232of the scoop230is in registration with the outer surface of the upstream and downstream housing segments114,112. In the deployed position, a forwardmost tip682of the compression ramp680is approximately adjacent the upstream housing segment114and forms a ramp up to the first fluid channel250of the scoop230. The configuration shown inFIGS.6A and6Balso has the benefit of having fewer moving parts and reduced complexity. In aspects, an ejectable cover690may be included that spans a gap between the compression ramp680and the scoop230when in the stowed position, the ejectable cover690configured to be ejected or released from the aerial vehicle600when the compression ramp680and/or the scoop230are in the deployed position.

With reference toFIG.7, a method700for operating an inlet assembly (e.g., inlet assembly110) of this disclosure is shown and includes operations710,720,730,740, and/or750. For simplicity, reference is made below to the inlet assembly110and components thereof. Although the operations of the method700ofFIG.7are shown in a particular order, the operations need not all be performed in the specified order, and certain operations can be performed in another order or repeated. In various aspects, the operations ofFIG.7may be performed in part by the controller260ofFIGS.2A-Band in part by another computing device, such as a remote server. These variations are contemplated to be within the scope of the present disclosure.

The operation710includes maintaining the scoop230and the flap280in the stowed position wherein the scoop230and flap280are aligned with the housing120to prevent air from entering the propulsion system150. The operation720includes enabling, via the inlet actuator270, the scoop230and the flap280to transition to the deployed position. The operation730includes transitioning the scoop230and the flap280from the stowed position to the deployed position wherein the scoop230and the flap280project from the outer surface of the housing120. The operation740includes directing air over the flap280and through the scoop230into the second fluid channel116in fluid communication with the scoop230and the air-breathing propulsion system150. The operation750includes transitioning, via the inlet actuator270, the scoop230and the flap280from the deployed position to the stowed position. In aspects, operations710,720,730,740, and750may each be repeated along a flight path of the aerial vehicle100.

The phrases “in an aspect,” “in aspects,” “in various aspects,” “in some aspects,” or “in other aspects” may each refer to one or more of the same or different aspects in accordance with this disclosure. A phrase in the form “A or B” means “(A), (B), or (A and B).” A phrase in the form “at least one of A, B, or C” means “(A); (B); (C); (A and B); (A and C); (B and C); or (A, B, and C).”

In one or more examples, the described techniques may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software, the functions may be stored as one or more instructions or code on a computer-readable medium and executed by a hardware-based processing unit. Computer-readable media may include non-transitory computer-readable media, which corresponds to a tangible medium such as data storage media (e.g., RAM, ROM, EEPROM, flash memory, or any other medium that can be used to store desired program code in the form of instructions or data structures and that can be accessed by a computer).

Instructions may be executed by one or more processors, such as one or more digital signal processors (DSPs), general purpose microprocessors, application specific integrated circuits (ASICs), field programmable logic arrays (FPGAs), or other equivalent integrated or discrete logic circuitry. Accordingly, the term “processor” as used herein may refer to any of the foregoing structure or any other physical structure suitable for implementation of the described techniques. Also, the techniques could be fully implemented in one or more circuits or logic elements.

Further aspects of the present disclosure are provided by the subject matter of the following clauses.

An aerial vehicle includes a housing, a propulsion system supported within the housing, and an inlet assembly supported by an outer surface of the housing. The inlet assembly includes at least one fluid channel in fluid communication with the propulsion system and a first scoop pivotably coupled to the housing and movable between a stowed position and a deployed position. The first scoop is aligned with the housing in the stowed position to prevent air from entering the propulsion system. The first scoop projects from the outer surface of the housing in the deployed position to direct air through the at least one fluid channel and into the propulsion system to generate thrust. The inlet assembly also includes a flap disposed upstream of the first scoop, the flap moveable between a flap stowed position and a flap deployed position.

The aerial vehicle of the preceding clause, further including an inlet actuator operably coupled to the first scoop and configured to maintain the first scoop in the stowed position and selectively release the first scoop to enable the first scoop to transition to the deployed position.

The aerial vehicle of any preceding clause, wherein the inlet actuator further includes a biasing member configured to urge and maintain the first scoop in the deployed position.

The aerial vehicle of any preceding clause, wherein the inlet actuator further includes a driving motor mechanically coupled to the first scoop via a lever.

The aerial vehicle of any preceding clause, further including a driver operably coupling the driving motor to the lever coupled to the first scoop.

The aerial vehicle of any preceding clause, further including a processor and a memory having instructions stored thereon. The instructions, when executed by the processor, cause the inlet actuator to release the first scoop.

The aerial vehicle of any preceding clause, wherein the instructions, when executed by the processor, further cause the inlet actuator to selectively transition the first scoop from the deployed to position to the stowed position.

The aerial vehicle of any preceding clause, wherein the flap is operably coupled to the housing via a flap hinge.

The aerial vehicle of any preceding clause, wherein the first scoop includes a compression ramp.

The aerial vehicle of any preceding clause, wherein the inlet assembly further includes a plurality of scoops, the plurality of scoops including the first scoop, where each scoop of the plurality of scoops is circumferentially arranged about the housing.

The aerial vehicle of any preceding clause, wherein when the first scoop is in the deployed position and the flap is in the flap deployed position, an aftmost portion of the flap is adjacent a forwardmost portion of the scoop such that an obtuse angle may be formed.

An inlet assembly for an aerial vehicle having an air-breathing propulsion system. The inlet assembly includes a first flap pivotably coupled to a housing of the aerial vehicle and a first scoop pivotably coupled to the housing aft of the first flap. The first scoop is configured to direct air into the air-breathing propulsion system. An inlet actuator is configured to transition the first flap and the first scoop between a stowed position and a deployed position. When the first flap and the first scoop are in the deployed position, the first flap and the first scoop are configured to compress the air flowing into the scoop. When the first flap and the first scoop are in the stowed position, the first flap and an outer surface of the first scoop are in registration with or below the housing.

The inlet assembly according to the preceding clause, wherein the inlet actuator includes at least one of: a passive deployment release mechanism, a pop-up actuator, or a driving mechanism.

The inlet assembly according to any preceding clause, wherein the housing defines a first volume configured to house at least one of a propellant or a payload. The first volume fills an inside diameter of the housing from a nose of the housing to about the first flap and/or the first scoop.

The inlet assembly according to any preceding clause, wherein the inlet assembly includes a plurality of flaps and a plurality of scoops, the plurality of flaps includes the first flap, and the plurality of scoops includes the first scoop.

The inlet assembly according to any preceding clause, wherein the inlet actuator includes a driving motor and a driver, the driver is operably coupled to the plurality of flaps and the plurality of scoops to enable each flap and each scoop to transition between the deployed position and the stowed position.

The inlet assembly according to any preceding clause, further including a controller configured to operate the inlet actuator to cause the inlet actuator to selectively release the first flap and the first scoop.

The inlet assembly according to any preceding clause, wherein the inlet actuator is a spool initiator having a fuse and a fastener configured to retain at least one of the first flap or the first scoop in the deployed position. The spool initiator is configured to receive an electric signal that burns the fuse to release the fastener to enable the first flap and the first scoop to transition to the deployed position.

A method for operating an inlet assembly of an aerial vehicle having a housing supporting an air-breathing propulsion system includes maintaining the scoop and the flap in a stowed position where the scoop and the flap are aligned with the housing to prevent air from entering the propulsion system. The method includes enabling, via an inlet actuator, the scoop and the flap to transition to a deployed position. The method includes transitioning the scoop and the flap from the stowed position to the deployed position where the scoop and the flap project from the outer surface of the housing. The method includes directing air over the flap and through the scoop into a fluid channel in fluid communication with the scoop and the air-breathing propulsion system.

The method according to the preceding clause, including transitioning, via the inlet actuator, the scoop and the flap from the deployed position to the stowed position.

An aerial vehicle includes a housing, a propulsion system, and an inlet assembly. The housing includes an outer surface. The propulsion system is supported within the housing. The inlet assembly is supported by the outer surface of the housing and includes at least one fluid channel in fluid communication with the propulsion system, a first scoop, and a compression ramp. The first scoop is pivotably coupled to the housing. The first scoop includes an upstream end and is movable between a stowed position and a deployed position. The first scoop is aligned with the housing in the stowed position to prevent air from entering the propulsion system. The first scoop projects from the outer surface of the housing in the deployed position to direct air through the at least one fluid channel and into the propulsion system to generate thrust. The compression ramp is integrally formed with the first scoop and extends forward from the upstream end of the first scoop. The compression ramp includes an upstream end disposed below the upstream end of the first scoop. When the first scoop is in the deployed position, the compression ramp is positioned to direct air toward the first scoop.

The aerial vehicle according to the preceding clause, further including an inlet actuator operably coupled to the first scoop and configured to maintain the first scoop in the stowed position and selectively release the first scoop to enable the first scoop to transition to the deployed position.

The aerial vehicle according to any preceding clause, wherein the inlet actuator further includes a biasing member configured to urge and maintain the first scoop in the deployed position.

The aerial vehicle according to any preceding clause, wherein the inlet actuator further includes a driving motor mechanically coupled to the first scoop via a lever.

The aerial vehicle according to any preceding clause, further including a driver operably coupling the driving motor to the lever.

The aerial vehicle according to any preceding clause, further including a processor and a memory having instructions stored thereon, wherein the instructions, when executed by the processor, cause the inlet actuator to release the first scoop.

The aerial vehicle according to any preceding clause, wherein the instructions, when executed by the processor, further cause the inlet actuator to selectively transition the first scoop from the deployed position to the stowed position.

The aerial vehicle according to any preceding clause, wherein, when the first scoop is in the stowed position, the compression ramp and an outer surface of the first scoop are in registration with or below the outer surface of the housing.

The aerial vehicle according to any preceding clause, wherein, when the first scoop is in the deployed position, the upstream end of the compression ramp is adjacent the outer surface of the housing.

The aerial vehicle according to any preceding clause, further including an ejectable cover. When the first scoop is in the stowed position, the ejectable cover is disposed adjacent the first scoop. When the first scoop is in the deployed position, the ejectable cover is configured to be released from the aerial vehicle.

The aerial vehicle according to any preceding clause, wherein, when the first scoop is in the deployed position, a forwardmost point of the compression ramp and an aftmost point of the compression ramp define a first line, and a pivot point of the first scoop and a forwardmost point of the first scoop define a second line such that an obtuse angle is formed between the first line and the second line.

An inlet assembly for an aerial vehicle having an air-breathing propulsion system includes a first scoop, a first compression ramp, and an inlet actuator. The first scoop is pivotably coupled to a housing about a hinge. The first scoop includes an upstream end. The first scoop is configured to direct air into the air-breathing propulsion system. The first compression ramp is integrally formed with the first scoop and extends forward from the upstream end of the first scoop. The first compression ramp includes an upstream end disposed below the upstream end of the first scoop. The inlet actuator is configured to transition the first scoop between a stowed position and a deployed position. When the first scoop is in the deployed position, the first scoop and the first compression ramp are configured to compress the air flowing into the first scoop, by pivoting the upstream end of the first scoop to project radially outward from an outer surface of the housing and by positioning the compression ramp to direct air toward the first scoop. When the first compression ramp and the first scoop are in the stowed position, an outer surface of the first scoop and the first compression ramp are in registration with or below the housing.

The inlet assembly according to the preceding clause, wherein the inlet actuator includes at least one of: a passive deployment release mechanism, a pop-up actuator, or a driving mechanism.

The inlet assembly according to any preceding clause, wherein the housing defines a first volume configured to house at least one of a propellant or a payload. The first volume fills an inside diameter of the housing from a nose of the housing to about the first scoop or the compression ramp.

The inlet assembly according to any preceding clause, further including a plurality of compression ramps and a plurality of scoops, the plurality of compression ramps including the first compression ramp, and the plurality of scoops including the first scoop.

The inlet assembly according to any preceding clause, wherein the inlet actuator includes a driving motor and a driver. The driver is operably coupled to the plurality of scoops to enable each scoop to transition between the deployed position and the stowed position.

The inlet assembly according to any preceding clause, further including a controller configured to operate the inlet actuator to cause the inlet actuator to selectively release the first compression ramp and the first scoop.

The inlet assembly according to any preceding clause, wherein the inlet actuator is a spool initiator having a fuse and a fastener configured to retain the first scoop in the deployed position. The spool initiator is configured to receive an electric signal that burns the fuse to release the fastener to enable the first scoop to transition to the deployed position.

A method for operating an inlet assembly of an aerial vehicle having a housing supporting an air-breathing propulsion system, the inlet assembly having a scoop pivotably coupled to the housing and movable between a stowed position and a deployed position, the scoop having an upstream end, and a compression ramp integrally formed with the scoop and extending forward from the upstream end of the scoop, includes maintaining the scoop in the stowed position wherein the scoop and the compression ramp are in registration with or below the housing to prevent air from entering the propulsion system. The method further includes enabling, via an inlet actuator, the scoop to transition to the deployed position; transitioning the scoop from the stowed position to the deployed position wherein the scoop and the compression ramp project from an outer surface of the housing; and directing air over the compression ramp and through the scoop into a fluid channel in fluid communication with the scoop and the air-breathing propulsion system.

The method according to the preceding clause, further including transitioning, via the inlet actuator, the scoop from the deployed position to the stowed position.

Other aspects, features, and advantages will be apparent from the description, the drawings, and the claims that follow.

Persons skilled in the art will understand that the structures and methods specifically described herein and shown in the accompanying figures are non-limiting exemplary aspects, and that the description, disclosure, and figures should be construed merely as exemplary of aspects. It is to be understood, therefore, that this disclosure is not limited to the precise aspects described, and that various other changes and modifications may be effectuated by one skilled in the art without departing from the scope or spirit of the disclosure. Additionally, the elements and features shown or described in connection with certain aspects may be combined with the elements and features of certain other aspects without departing from the scope of this disclosure, and that such modifications and variations are also included within the scope of this disclosure. Accordingly, the subject matter of this disclosure is not limited by what has been particularly shown and described.