Distributed Thrust Biplane Aircraft for Stable Inclined Imaging
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Solution Overview
Problem
Current aircraft designs face challenges in transitioning between thrust-borne lift in VTOL orientation and wing-borne lift in biplane orientation, particularly in maintaining stability and orientation during inclined flight attitudes, which limits their versatility and efficiency in aerial imaging and payload management.
Innovation Solution
The aircraft features an airframe with two-dimensional distributed thrust arrays and a flight control system that allows for variable speed and omnidirectional thrust vectoring, coupled with aerosurfaces, enabling independent control of propulsion assemblies and maintaining the orientation of aerial imaging modules during level and inclined flight attitudes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If VTOL aircraft use fixed wing for forward flight, then speed and range are improved, but downwash inefficiencies occur during vertical takeoff and landing due to interference from the fixed wing
Solution Approach 1:
The patent employs dynamically adjustable wing configurations that can change their position and orientation based on flight phase. During VTOL operations, the wings are positioned to minimize interference with downwash, while during forward flight they are configured for optimal lift generation. This dynamic adjustment resolves the contradiction by allowing the wing to serve different functions at different times.
Solution Approach 2:
The aircraft system divides the lift generation function between multiple independent propulsion assemblies rather than relying on a single fixed wing structure. Each propulsion assembly can independently adjust its thrust vector, allowing the system to achieve both vertical lift and forward thrust without the downwash interference problems associated with fixed-wing configurations during VTOL operations.
2Power
If tiltwing aircraft rotate wing to vertical orientation for VTOL, then vertical thrust efficiency is improved, but control during hover becomes more difficult due to large surface area exposed to crosswinds
Solution Approach 1:
The patent segments the lift generation function across multiple distributed propulsion assemblies rather than using a single large rotating wing. This segmentation reduces the effective surface area exposed to crosswinds during hover while maintaining vertical thrust efficiency, as each small propulsion unit can be independently controlled to counteract wind effects.
Solution Approach 2:
The system changes the operational parameters of each propulsion assembly independently, adjusting thrust magnitude and vector direction in real-time to maintain stable hover control. This allows the aircraft to compensate for crosswind effects on a fine-grained level, making hover control easier despite the vertical orientation of propulsion elements.
3Adaptability or versatility
If aircraft use distributed thrust array with independent propulsion assemblies, then versatility and stability in various flight attitudes are improved, but device complexity increases
Solution Approach 1:
Each propulsion assembly in the distributed array is designed as a universal module capable of performing multiple functions: generating vertical lift, providing forward thrust, and enabling lateral movement. This multi-functionality reduces overall system complexity by eliminating the need for separate specialized components for different flight phases, as each module can adapt its thrust vector to meet any flight requirement.
Solution Approach 2:
The system achieves versatility through parameter changes rather than structural complexity. Each propulsion assembly adjusts its thrust magnitude and vector direction parameters dynamically to achieve different flight attitudes and maneuvers. This parameter-based control approach is simpler than designing multiple specialized mechanical systems for different flight modes.
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
This configuration allows for stable hover and translation in various attitudes, enabling phased array and three-dimensional aerial imaging, as well as efficient payload management and transition between VTOL and wing-borne lift orientations.
Implementation Method 1
A plurality of propulsion assemblies 26 are coupled to the outboard ends of the wings 14, 16. Each propulsion assembly 26 includes a two-axis gimbal 26g, a rotor assembly 26j operable for bidirectional rotation, and an electric motor 26i coupled to the rotor assembly 26j.
Implementation Method 2
Each propulsion assembly 26 includes a two-axis gimbal 26g, a rotor assembly 26j operable for bidirectional rotation, and an electric motor 26i coupled to the rotor assembly 26j. The flight control system 22 is operable to independently control the speed and thrust vector of each of the propulsion assemblies 26.
Implementation Method 3
Each propulsion assembly 26 includes a two-axis gimbal 26g, a rotor assembly 26j operable for bidirectional rotation, and an electric motor 26i coupled to the rotor assembly 26j.
Implementation Method 4
A payload 30 is coupled to the airframe 12 and includes a two-dimensional aerial imaging module 30a. In some embodiments, the payload 30 may include a three-dimensional aerial imaging module 30b instead of or in addition to the two-dimensional aerial imaging module 30a.
Data Source
AI summary
An aerial imaging aircraft operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a biplane orientation. The aircraft includes an airframe having first and second wings with first and second pylons coupled therebetween. A two-dimensional distributed thrust array is coupled to the airframe. The thrust array includes a plurality of propulsion assemblies each operable for variable speed and omnidirectional thrust vectoring. A payload is coupled to the airframe and includes an aerial imaging module. A flight control system is operable to independently control the speed and thrust vector of each of the propulsion assemblies such that in an inclined flight attitude, the flight control system is operable to maintain the orientation of the aerial imaging module toward a target while translating the aircraft, changing aircraft altitude and/or circling the target.