Convertiplane Engine Layout for Lower Drag and Wing Loads
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Solution Overview
Problem
Current convertiplanes face limitations in maximum operating altitude and speed, and there is a need to enhance maneuverability, flexibility, and equipment loading capabilities while reducing aerodynamic resistance and radar visibility.
Innovation Solution
A convertiplane design with engines positioned between the fuselage and wings, featuring a hybrid propulsion system with interconnection shafts for redundancy, and a support system for equipment deployment and stowage, allowing for efficient operation in both helicopter and airplane configurations.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If engines are fixed with respect to the fuselage and wings in conventional convertiplanes, then the structural arrangement is simplified, but the aerodynamic resistance increases due to geometric discontinuities at the fuselage-wing and wing-engine interfaces
Solution Approach 1:
The engine is made movable relative to the wing, allowing it to be positioned in different locations (e.g., at the wing root or along the span) to optimize aerodynamic performance. This dynamic positioning capability enables the engine to be placed in regions that minimize geometric discontinuities and reduce drag, while still being securely mounted to the wing structure.
Solution Approach 2:
The engine mounting system is divided into separate movable and fixed components, allowing the engine to be independently positioned relative to the wing. This segmentation enables flexible placement of the engine to achieve optimal aerodynamic characteristics while maintaining structural integrity through the connection to the wing.
2Reliability
If the interconnection shaft is made longer to connect engines and rotors, then operational redundancy is improved, but the flexural loads on the wing increase
Solution Approach 1:
The engine is repositioned from a location that would require a long interconnection shaft to a position closer to the rotor or at an optimized distance. By changing the spatial arrangement in multiple dimensions (longitudinal position along the wing, vertical position relative to the wing plane), the shaft length is reduced while still maintaining the necessary operational redundancy through proper structural connection.
3Force
If engines are positioned at the wing tips to reduce bending moments, then structural loads are reduced, but the aerodynamic resistance increases due to geometric discontinuities
Solution Approach 1:
The engine mounting system allows the engine to be dynamically positioned at optimized locations along the wing span rather than being fixed at the tip. This enables placement in regions that balance the reduction of bending moments with the minimization of aerodynamic drag by avoiding positions that create excessive geometric discontinuities.
Data Source
AI summary
A convertiplane is described that comprises: a fuselage, having a first longitudinal axis and, in turn, comprising a nose and a tail portion; a pair of wings arranged on respective opposite sides of the fuselage, carrying respective rotors and generating a lift value; and a pair of engines operatively connected to respective rotors; each rotor comprising a mast rotatable about a second axis between a helicopter configuration and an aeroplane configuration; each rotor is interposed between the fuselage and the relative rotor along the direction of extension of the relative wing.