Aircraft Pod Assembly for VTOL Transition Control
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Solution Overview
Problem
Current aircraft designs, such as fixed-wing, tiltrotor, and tiltwing, face challenges in transitioning efficiently between vertical takeoff and landing (VTOL) and forward flight modes, particularly in terms of control complexity and efficiency, especially in congested or remote areas, and suffer from downwash inefficiencies and control difficulties during hover.
Innovation Solution
Aircraft with a distributed propulsion system featuring multiple independent propulsion assemblies and a triply redundant flight control system that allows for autonomous, remote, or pilot-controlled operation, enabling efficient transitions between VTOL and forward flight modes by independently controlling each propulsion assembly for optimal thrust and lift.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If tiltrotor aircraft use fixed wing and rotating proprotors for VTOL and forward flight, then vertical lift capability is achieved, but downwash inefficiencies occur during vertical takeoff and landing due to interference from the fixed wing
Solution Approach 1:
The aircraft separates the lifting function from the propulsion function by using independent lift engines mounted on the fuselage for vertical lift and separate pusher propellers for forward thrust. This segmentation eliminates the downwash interference problem that occurs in tiltrotor designs where the same rotating wings provide both lift and thrust, as the lift engines' exhaust does not interact with the forward flight propellers.
Solution Approach 2:
The patent introduces an intermediate structure - a pylon or support framework - that positions the lift engines and pusher propellers at different locations and orientations. This intermediary structure allows the lift engines to operate independently below the wing while the pusher propellers operate above and behind, preventing direct interaction between their airflow paths.
2Loss of energy
If tiltwing aircraft rotate wing to vertical orientation for VTOL, then vertical thrust efficiency improves, but control during hover becomes more difficult requiring cyclic rotor control or additional thrust station
Solution Approach 1:
The aircraft divides the control functions by separating lift generation (vertical thrust) from directional control. Independent lift engines provide vertical thrust while separate pusher propellers provide forward motion and directional control, eliminating the need for complex cyclic rotor control systems required in tiltwing designs.
Solution Approach 2:
The pusher propellers serve multiple functions: providing forward thrust during horizontal flight, enabling directional control during hover, and assisting in vertical ascent when combined with lift engines. This multi-functionality replaces the need for separate cyclic rotor control systems.
3Speed
If fixed-wing aircraft use wings for lift generation during forward flight, then forward airspeed is achieved, but runway of hundreds or thousands of feet is required for takeoff and landing
Solution Approach 1:
The aircraft segments the flight functions by using dedicated lift engines for vertical lift during takeoff and landing, and separate pusher propellers for forward speed generation. This allows the aircraft to operate in VTOL mode without requiring long runways, while still achieving high forward speeds when the pusher propellers are engaged.
Solution Approach 2:
The aircraft dynamically transitions between vertical and horizontal flight modes by controlling the thrust vectors of the lift engines and pusher propellers. During takeoff, lift engines provide vertical thrust; during transition, the aircraft rotates to horizontal orientation; during forward flight, pusher propellers provide primary thrust. This dynamic adaptability eliminates runway length constraints.
Data Source
Figure 1A~1B
Figure 1C~1D
Figure 2A~2C
AI summary
An aircraft (10) includes a flying frame (12) having an airframe (26), a propulsion system (34) attached to the airframe (26) and a flight control system (68) operably associated with the propulsion system (34) wherein, the flying frame (12) has a vertical takeoff and landing mode and a forward flight mode. A pod assembly (70) is selectively attachable to the flying frame (12) such that the flying frame (12) is rotatable about the pod assembly (70) wherein, the pod assembly (70) remains in a generally horizontal attitude during vertical takeoff and landing, forward flight and transitions therebetween.