Closed Wing VTOL Aircraft with Nesting Propulsion
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Solution Overview
Problem
Current aircraft designs lack an efficient aerodynamic arrangement suitable for both smaller aircraft and vertical take-off and landing (VTOL) aircraft, particularly in terms of wing configuration and propulsion unit placement, which affects mechanical strength and safety during operations.
Innovation Solution
The aircraft features a pair of wing sections with connected front and rear wings, where the propulsion unit is located between them, incorporating pivotable rotors to enhance thrust control and safety by positioning rotors beneath a canopy to prevent occupant injury.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If conventional wing configurations are used, then structural simplicity is maintained, but mechanical strength and aerodynamic efficiency are insufficient for VTOL operations
Solution Approach 1:
The wing is divided into multiple sections (front wing, rear wing, and intermediate wing sections) that are connected through struts and braces. This segmentation allows each section to be optimized for specific structural requirements while collectively providing the necessary strength and rigidity for VTOL operations, resolving the contradiction between strength and complexity.
Solution Approach 2:
Multiple structural elements (wings, struts, braces, and propulsion units) are merged into an integrated assembly that functions as a unified structure. The connecting struts and braces merge the front and rear wings into a cohesive unit that provides both mechanical strength and aerodynamic efficiency, eliminating the need for separate support structures.
2Power
If propulsion units are positioned externally, then thrust generation is effective, but safety during operations is compromised due to access hazards
Solution Approach 1:
The propulsion units are nested within recesses in the wing structure, with the rotors positioned inside the wing sections rather than externally mounted. This nesting protects the propulsion units from external hazards while maintaining effective thrust generation, and the recesses allow the rotors to be accessed only when the aircraft is stationary and secured.
Solution Approach 2:
The wing structure acts as an intermediary barrier between the propulsion units and the external environment. The recesses and surrounding wing material serve as intermediaries that protect occupants from rotor hazards while still allowing the propulsion units to function effectively, resolving the contradiction between power generation and safety.
3Ease of operation
If rotors are positioned above canopy, then thrust control is enhanced, but occupant safety is compromised due to injury risk
Solution Approach 1:
The rotor positioning transitions from a vertical arrangement (above the canopy) to a horizontal arrangement (within recesses in the wing structure). This dimensional change allows the rotors to be positioned in a location that provides effective thrust control while placing them below the canopy level, thereby protecting occupants from injury hazards.
4Loss of energy
If traditional wing designs are used, then manufacturing simplicity is maintained, but induced drag is increased reducing aerodynamic efficiency
Solution Approach 1:
The wing structure incorporates adjustable struts and braces that can be modified during assembly to optimize the geometric relationships between wing sections. This dynamic adjustability allows the structure to be tuned for optimal aerodynamic efficiency, reducing induced drag while maintaining manufacturing simplicity through standardized connection mechanisms.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration provides improved mechanical strength, reduced induced drag, and enhanced safety by preventing inadvertent access to propulsion units and enabling efficient VTOL operations while protecting occupants from rotor hazards.
Implementation Method 1
each propulsion unit may include a first rotor and a second rotor, which may, in some particular implementations, be pivotable with respect to the front and rear wings as required and/or the rest of the aircraft
Implementation Method 2
The provision of the pair of wing sections whose front and rear wings each have a second end that are connected to each other, where the propulsion unit is located between these front and rear wings provides an aerodynamic arrangement
Data Source
AI summary
An aircraft, such as an unmanned aerial vehicle or single-seat aircraft, including a main body and a pair of wing sections, each wing section including a front wing and a rear wing, wherein the front wing and the rear wing each include a first end that is connected to the main body, and a second end, wherein the second end of the front wing is connected to the second end of the rear wing. The main body is located between the pair of wing sections, and each wing section includes a propulsion unit located between the front wing and the rear wing of the wing section. Each propulsion unit may include a first rotor and a second rotor, which may be pivotable with respect to the rest of the aircraft.