Distributed Propulsion for Closed-Wing VTOL Hover-to-Cruise Flight
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Solution Overview
Problem
Existing unmanned drones with 'tail sitter' or 'pogo' configurations lack the long-range and high-speed capabilities of traditional aircraft, necessitating a design that can seamlessly transition between vertical hover and horizontal airplane mode flight without reconfiguration.
Innovation Solution
Aircraft design featuring a fuselage with distributed propulsion system, including a circular wing configuration and multiple spokes with propellers, allowing for vertical takeoff and landing, stationary flight, and forward flight, utilizing variable speed constant pitch propellers and a symmetric matrix distribution of motors to maintain stability and efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Stability of the object's composition
If tail sitter or pogo configurations are used for vertical hover, then stability is improved, but long range and high speed capabilities deteriorate
Solution Approach 1:
The aircraft employs a dynamic configuration where the fuselage can transition between vertical and horizontal orientations through controlled rotation about the longitudinal axis. The distributed propulsion system dynamically adjusts thrust distribution across multiple propellers to maintain stability during transition while enabling high-speed horizontal flight capability, resolving the contradiction between vertical hover stability and high-speed performance
Solution Approach 2:
The propulsion system is segmented into multiple independently controllable propellers distributed along the fuselage. This segmentation allows differential thrust control to maintain stability during mode transitions while enabling high-speed horizontal flight, addressing both the stability requirement for vertical hover and the speed requirement for long-range flight
2Adaptability or versatility
If aircraft transitions between vertical and horizontal flight modes, then versatility is improved, but device complexity increases
Solution Approach 1:
The aircraft structure is designed as a universal platform that performs both vertical hover and horizontal flight functions using the same physical configuration. The distributed propulsion system provides multi-functionality by delivering thrust in any direction from multiple locations, eliminating the need for separate systems for different flight modes and thereby reducing overall device complexity while maintaining versatility
Solution Approach 2:
The fuselage executes mode transitions through dynamic rotation about the longitudinal axis rather than mechanical reconfiguration. This dynamic approach allows the same structure to serve multiple flight purposes, reducing device complexity by eliminating the need for separate mechanical systems for vertical and horizontal flight modes
3Speed
If distributed propulsion system is used, then long range and high speed are improved, but device complexity increases
Solution Approach 1:
The propulsion system is divided into multiple distributed propellers along the fuselage, each capable of independent thrust generation. This segmentation enables high-speed horizontal flight through combined thrust while managing complexity through modular, standardized propulsion units that can be independently controlled and maintained
Solution Approach 2:
The system manages complexity by independently controlling thrust parameters (speed, direction, magnitude) of each propeller through electronic control rather than mechanical complexity. This allows high-speed capability through parameter optimization while keeping the physical structure relatively simple
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 stable transition between vertical and horizontal flight modes without reconfiguration, providing long-range and high-speed capabilities while minimizing complexity and cost, with reduced drag and increased safety through distributed propulsion and ring wing design.
Implementation Method 1
three or more propellers proximate to a leading edge of the plurality of spokes, distributed along the plurality of spokes, and operably connected to the one or more motors to provide lift whenever the aircraft is in vertical takeoff and landing and stationary flight and provide thrust whenever the aircraft is in forward flight
Data Source
AI summary
An aircraft comprises a fuselage, first and second wing segments each having a leading edge and a trailing edge, a plurality of spokes coupling the fuselage to the first and second wing segments, one or more motors disposed within or attached to the plurality of spokes, and three or more propellers proximate to a leading edge of the plurality of spokes, distributed along the plurality of spokes, and operably connected to the motors to provide lift whenever the aircraft is in vertical takeoff and landing and stationary flight and provide thrust whenever the aircraft is in forward flight. When the aircraft is in vertical takeoff and landing and stationary flight, the fuselage is approximately vertical. When the aircraft is in forward flight, the fuselage is approximately in the direction of the forward flight and extends forward beyond the leading edges of the first wing segment and the second wing segment.