Convertible Aircraft Rotor Layout for Hover-to-Cruise Stability
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Solution Overview
Problem
There is a need for a convertible aircraft that exceeds the limitations of conventional aircraft in terms of stability and aerodynamic drag, while maintaining maneuverability and flexibility for sports competitions and personal air mobility applications.
Innovation Solution
A convertible aircraft design featuring a fuselage with cantilevered half-wings and a tail portion, equipped with rotors that can switch between vertical and horizontal configurations, and a control system to manage thrust and stability, utilizing electric power sources and aerodynamic surfaces for lift and stability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If conventional aeroplanes use fixed wings for high cruising speeds and high altitudes, then cruising speed and altitude are improved, but the ability to hover and maneuver at low speeds is lost
Solution Approach 1:
The patent employs dynamic rotor inclination mechanisms that allow the rotors to change their orientation between vertical (for hovering) and horizontal (for forward flight). This dynamic reconfiguration enables the aircraft to adapt its lift generation mode based on operational requirements, resolving the contradiction between high-speed cruise capability and hovering capability.
Solution Approach 2:
The aircraft design integrates multiple functions into a single platform: it can hover like a helicopter, cruise like an aeroplane, and transition between these modes. The convertible configuration system provides universality by enabling the same aircraft to perform diverse flight operations that traditionally required separate aircraft types.
2Adaptability or versatility
If helicopters rotate main rotor blades to generate lift for hovering and low-speed flight, then hovering capability and maneuverability are improved, but maximum operational altitude and speed are limited
Solution Approach 1:
The patent utilizes dynamic rotor inclination to transition from vertical rotor orientation (helicopter mode for hovering) to horizontal rotor orientation (aeroplane mode for high-speed cruise). This dynamic reconfiguration allows the aircraft to overcome helicopter speed limitations while retaining hovering capability.
Solution Approach 2:
The aircraft changes the orientation parameter of the rotors from vertical to horizontal, fundamentally altering the lift generation mechanism. This parameter change enables transition from rotor-based lift (limited speed) to wing-based aerodynamic lift (high speed capability).
3Adaptability or versatility
If convertiplanes use rotors inclinable with respect to the wing to switch between helicopter and aeroplane configurations, then versatility is improved, but device complexity increases
Solution Approach 1:
The patent merges the rotor inclination mechanism with the wing structure itself, integrating the complexity into the existing airframe rather than adding separate complex systems. The rotors are inclinable with respect to the wing, combining lift generation and orientation control functions.
4Speed
If aeroplanes accelerate on runways of considerable length to generate sufficient lift, then cruising speed is improved, but the requirement for long runways and complex infrastructure increases
Solution Approach 1:
The patent employs dynamic rotor inclination to enable vertical takeoff and landing (VTOL) capability. By inclining the rotors vertically, the aircraft can generate lift without runway acceleration, eliminating the need for long runways while maintaining high-speed cruise capability through subsequent rotor reconfiguration.
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
The design achieves high stability and reduced aerodynamic drag, enhancing performance in both hovering and forward flight modes, suitable for sports and personal air mobility.
Implementation Method 1
a first plurality of rotors (20a, 20b; 21a, 21b) arranged above the fuselage (2) and rotatable around respective fixed axes (B, C; D, E) with respect to the fuselage (2)... adapted to generate a first lifting thrust
Implementation Method 2
a pair of half-wings (3) extending cantilevered from respective mutually opposite sidewalls (19) of the fuselage (2) and transversely to the axis (Y)... adapted to generate a lift value adapted to sustain the aircraft (1) arranged in the second configuration
Implementation Method 3
a tail portion (6) projecting cantilevered from a tail (5) of the fuselage (2)... an aerodynamic surface (8) adapted to generate a second lift/downforce value that ensures a desired degree of longitudinal stability
Data Source
Figure 1
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AI summary
An aircraft (1) comprising a fuselage (2, 2', 2") with a nose (4) and a tail (5) arranged on opposite parts to each other along a first longitudinal axis (Y) is described; a pair of half-wings (3) arranged on respective mutually opposite sides of the fuselage (2, 2', 2'); a first and a second rotor (22a, 22b) carried by respective half-wings (3), respectively rotatable around a second and third axis (F, G) inclinable with respect to said fuselage (2, 2', 2"), and independently operable from each other; the aircraft (1) is switchable between a first hovering flight or take-off/landing configuration wherein the fourth and fifth axis (F, G) are arranged orthogonal to said first axis (Y); and a second forward flight configuration wherein the fourth and fifth axis (F, G) are arranged parallel or inclined with respect to said first axis (Y); the aircraft (1) further comprising a tail portion (6) comprising a first aerodynamic surface (8), and a third and a fourth rotor (21a, 21b) rotatable around a fixed fourth and a fifth axis (D, E); and support means (31a, 31b) of the third and fourth rotor (21a, 21b) connected to a corresponding said half-wing (3) and to a corresponding said drift (52). (Figure 9)