Air Vehicle Wing Thrust Direction Control for Mode Transition
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Solution Overview
Problem
Current UAV designs face a trade-off between the speed and endurance of fixed wing vehicles and the maneuverability of rotary wing vehicles, with existing transition mechanisms being aerodynamically inefficient and adding complexity and weight.
Innovation Solution
An air vehicle with opposing wing members and propellers that can change flight mode by altering the direction of thrust, using a control module to generate signals for mode changes and dynamically adjusting propeller blade angles and aerofoil cross-sections to maintain efficient flight.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a rotary collar with rotatable wings is used to switch between fixed wing and rotary wing modes, then the air vehicle can achieve both speed/endurance and maneuverability, but the device complexity and weight increase significantly
Solution Approach 1:
The patent removes the rotary collar mechanism entirely, extracting the problematic intermediate structure. Instead, the wings are directly mounted to the fuselage and rotated by individual propeller thrust forces, eliminating the complex transmission mechanism while retaining the mode transition capability
Solution Approach 2:
The propellers themselves serve the dual function of propulsion and wing rotation actuation. The differential thrust from the propellers directly rotates the wings without requiring separate actuation mechanisms, making the propulsion system self-sufficient for both functions
2Adaptability or versatility
If the fuselage orientation is changed mid-flight to switch between flight modes, then the air vehicle can transition between modes, but aerodynamic efficiency decreases and safety issues arise
Solution Approach 1:
Only the wings are rotated relative to the fuselage, while the fuselage maintains its original orientation. This localized rotation of specific components (wings) without moving the entire fuselage preserves aerodynamic efficiency and safety while achieving mode transition
Solution Approach 2:
The wing rotation is achieved dynamically through differential propeller thrust during flight, allowing smooth transition between modes without rigid structural reconfiguration or fuselage reorientation, maintaining aerodynamic stability throughout the transition
3Area of stationary object
If rotary wing mode is used for vertical takeoff and landing, then ground space requirement is reduced, but endurance is limited compared to fixed wing mode
Solution Approach 1:
The air vehicle achieves multi-functionality by enabling the same platform to perform both vertical takeoff/landing (rotary wing mode) and high-speed long-distance flight (fixed wing mode). The wings can rotate to change thrust direction, allowing the fixed wing configuration to also perform vertical operations, thus combining the advantages of both configurations in a single vehicle
Data Source
Figure 1A~1B
Figure 2~3
Figure 3A~5
AI summary
An air vehicle (10) comprising a main body (12)and a pair of opposing wing members (14a, 14b) extending substantially laterally from the main body (12), at least a first propulsion device (16) associated with a first of said wing members (14a) and a second propulsion device (16) associated with a second of said wing members (14b), each said propulsion device (16) being arranged and configured to generate linear thrust relative to said main body (12), in use, the air vehicle further comprising a control module for generating a control signal configured to change a mode of flying of said air vehicle, in use, between a fixed wing mode (Figure 2) and a rotary wing mode (Figure 3), wherein, in said fixed wing mode of flying, the direction of thrust generated by the first propulsion device (16) relative to the main body (12) is the same as the direction of thrust generated by the second propulsion device (16), and in said second mode of flying, the direction of thrust generated by the first propulsion device (16) relative to the main body is opposite to that generated by the second propulsion device (16).