Distributed Aircraft Propulsion with Rotatable Thrusters
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Solution Overview
Problem
Traditional aircraft propulsion systems fueled by aviation kerosene are limited in emission reduction and noise reduction, necessitating the development of an efficient electric propulsion system for electrified aircraft that reduces energy consumption and improves overall power utilization.
Innovation Solution
The aircraft employs a distributed layout of rotatable and fixed power units with thrusters, where the rotatable power unit adjusts propelling directions and operation states based on target operation modes, coordinating with the fixed power unit to provide thrust during level flight and cruise, eliminating power deadweight and enhancing fault tolerance and safety.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-affected harmful factors
If traditional aircraft propulsion systems fueled by aviation kerosene are used, then the aircraft can achieve conventional propulsion, but emission reduction and noise reduction are limited
Solution Approach 1:
The propulsion system is divided into multiple independent power units (first, second, third, and fourth power units) distributed across the aircraft structure. Each power unit contains multiple thrusters that can operate independently, allowing the system to achieve both environmental benefits and operational reliability through modular architecture
Solution Approach 2:
Each power unit is designed to perform multiple functions: it can provide vertical lift during takeoff and landing, horizontal thrust during cruise, and participate in attitude control. This multi-functionality eliminates the need for separate systems for different flight phases, reducing overall system complexity while maintaining reliability
2Adaptability or versatility
If a rotatable power unit with multiple thrusters is implemented, then the aircraft can achieve vertical propulsion and coordinated horizontal thrust, but the device complexity increases
Solution Approach 1:
The power units are designed with rotatable mechanisms that allow dynamic adjustment of thruster orientation. Each thruster can rotate to change its propelling direction, enabling the system to adapt between vertical and horizontal propulsion modes. This dynamic capability provides versatility without requiring completely separate fixed systems for different flight phases
Solution Approach 2:
Multiple thrusters are integrated into unified power units that share common control and structural elements. The first, second, third, and fourth power units are distributed symmetrically and can be controlled through a centralized control apparatus, reducing overall system complexity despite the sophisticated individual unit design
3Productivity
If the rotatable power unit is used for both vertical propulsion and horizontal thrust, then power system utilization efficiency is improved, but the control system complexity increases
Solution Approach 1:
The control apparatus is designed to universally manage all power units across different flight phases. The same control system that manages vertical propulsion during takeoff also manages horizontal thrust during cruise and attitude control during maneuvering. This universal control approach maximizes power system utilization while avoiding the need for separate control systems for different functions
Solution Approach 2:
The control apparatus receives feedback from sensors monitoring the aircraft's flight state and automatically adjusts the operation of power units accordingly. This feedback mechanism enables the system to seamlessly transition between different propulsion modes and optimize power distribution without requiring complex manual control interventions
4Reliability
If a distributed layout of power units is implemented, then fault tolerance and safety are improved, but the aircraft weight increases
Solution Approach 1:
The propulsion system is segmented into multiple distributed power units positioned at different locations on the aircraft (first and second power units on one side, third and fourth power units on the other side). This segmentation provides fault tolerance because the failure of one or more units does not compromise the entire propulsion system, while the distributed arrangement minimizes concentrated weight addition
5Power
If multiple power units with multiple thrusters each are deployed, then the propulsion system can provide sufficient thrust for various flight phases, but the loss of energy increases
Solution Approach 1:
The control apparatus continuously optimizes the operation of all power units to maintain efficient thrust production across different flight phases. During transition from vertical to horizontal flight, the system smoothly coordinates the rotation and power adjustment of multiple thrusters to minimize energy losses. The continuous optimization ensures that the large number of thrusters operates efficiently rather than creating excessive energy dissipation
Data Source
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AI summary
An aircraft propulsion system, comprising: a control apparatus, a rotatable power unit, and a fixed power unit, where: the control apparatus is configured to notify the rotatable power unit and the fixed power unit of a target operation mode according to an aircraft control instruction; the rotatable power unit is configured to adjust propelling directions and operation states of all thrusters in the rotatable power unit according to the target operation mode; and the fixed power unit is configured to adjust operation states of all thrusters in the fixed power unit according to the target operation mode. Hence, there is no power deadweight in the aircraft control system, a weight of the aircraft is reduced, and flight control of the aircraft is optimized. Utilization efficiency of the overall power system is improved in the aircraft. Moreover, the distributed layout of the rotatable power unit and the fixed power unit improves a fault tolerance of the power system and ensures safety of the aircraft.