Convertible Aircraft Thruster Control for Hover-to-Forward Transition
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Solution Overview
Problem
Existing convertible aircrafts face challenges in efficiently transitioning between hover and forward flight modes, particularly in balancing thrust and lift requirements, and optimizing thruster systems for both modes to enhance maneuverability and efficiency.
Innovation Solution
A thruster system with a first thruster having a fixed direction and variable amount, and a second thruster with variable direction and amount, allowing for selective deactivation of thrusters to adapt to different flight modes, combining collective and cyclic pitch controls for enhanced control and efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Force
If both thrusters are activated in forward flight mode, then thrust and maneuverability are improved, but energy consumption and drag increase
Solution Approach 1:
The system dynamically switches between different operational modes (first mode with both thrusters activated, second mode with first thruster deactivated) based on flight conditions. The pitch control systems collectively and cyclically adjust blade angles to optimize thrust production while minimizing energy consumption during forward flight.
Solution Approach 2:
The system changes operational parameters by selectively deactivating the first thruster during forward flight mode while maintaining the second thruster operation. The pitch control systems modify blade angle parameters to achieve optimal thrust-to-power ratio, reducing drag and energy consumption when full thrust is not required.
2Use of energy by moving object
If the first thruster is deactivated during forward flight, then energy efficiency is improved, but thrust availability is reduced
Solution Approach 1:
The system dynamically adjusts thruster configuration based on flight mode, deactivating the first thruster during forward flight when the second thruster provides sufficient thrust. The collective and cyclic pitch controls on the second thruster are optimized to maximize thrust availability while maintaining energy efficiency.
Solution Approach 2:
The system changes the operational state of the first thruster from active to deactivated during forward flight mode. The second thruster's pitch control parameters are adjusted to compensate for the deactivated first thruster, ensuring adequate thrust availability is maintained while improving overall energy efficiency.
3Force
If collective pitch control is used, then lift generation is improved, but control precision for directional changes is reduced
Solution Approach 1:
The system merges collective pitch control (for lift generation) with cyclic pitch control (for directional control) in the second thruster. This combination allows simultaneous optimization of both lift production and precise directional control during hover and transition phases.
Solution Approach 2:
Different pitch control mechanisms are applied to different thrusters based on their functional requirements. The first thruster uses collective pitch control optimized for lift generation, while the second thruster employs both collective and cyclic pitch control for enhanced maneuverability and precision in directional changes.
4Adaptability or versatility
If cyclic pitch control is added to the second thruster, then maneuverability is improved, but device complexity increases
Solution Approach 1:
Cyclic pitch control is selectively applied only to the second thruster where it provides maximum maneuverability benefit, particularly during hover and transition phases. The first thruster maintains simpler collective pitch control, balancing overall system complexity with enhanced maneuverability where most needed.
Solution Approach 2:
The cyclic pitch control on the second thruster is dynamically activated based on flight mode and maneuver requirements. The control system adaptively adjusts between collective and cyclic pitch components to achieve optimal maneuverability while managing system complexity through intelligent control allocation.
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
Enables seamless conversion between hover and forward flight modes, optimizing thrust and lift distribution for high-speed and efficient cruising, while minimizing drag and conserving energy.
Implementation Method 1
The thrusters may include a blade assembly with variable pitch controlled by a pitch control system
Implementation Method 2
Aircrafts, and specifically vertical take-off and landing (VTOL) aircrafts, utilize thrusters to provide lift and thrust
Data Source
AI summary
A convertible aircraft is configured to fly in a hover mode and a forward flight mode, the aircraft including a body defining a longitudinal axis and a thruster system coupled to the body and configured to apply forces to the body to fly the aircraft. The thruster system includes a first thruster configured to create a first thrust profile having a fixed direction and a variable amount. The thruster system includes a second thruster configured to create a second thrust profile having a variable direction and a variable amount. The thruster system is configured to operate in a first mode and a second mode. In the first mode, the first thrust profile and the second thrust profile are positive, and in the second mode, the first thrust profile is minimized and the second thrust profile is positive.