Distributed Thrust Array for VTOL Flying Wing Control Authority
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Military organizations require small unmanned aircraft systems that can easily be transported and deployed by soldiers, capable of continuous flight in adverse conditions, and able to provide real-time situational awareness over a wide area, including remote and autonomous operation with visual line of sight capabilities.
Innovation Solution
An unmanned aircraft system designed to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a flying wing orientation, utilizing a two-dimensional distributed thrust array with independently controlled propulsion assemblies for altitude, pitch, roll, and yaw control, and featuring a compact storage configuration for easy transport.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If the aircraft uses a conventional single-point thrust configuration, then the propulsion system is simple to design, but the aircraft cannot provide sufficient control authority for both VTOL and flying wing orientations simultaneously
Solution Approach 1:
The propulsion system is divided into multiple independent propulsion assemblies distributed across the aircraft structure. Each assembly can be independently controlled to provide thrust in specific directions, enabling the aircraft to achieve both VTOL and flying wing flight modes with a single configuration. The distributed thrust array includes propulsion assemblies at various locations (wingtips, fuselage, etc.) that can be activated selectively based on flight mode requirements.
Solution Approach 2:
The thrust array transitions from conventional two-dimensional planar arrangement to a three-dimensional distributed configuration. Propulsion assemblies are positioned at multiple heights and locations throughout the aircraft structure, creating a volumetric thrust distribution that provides control authority in all three spatial dimensions for both VTOL and forward flight modes.
2Ease of operation
If the aircraft is designed for easy transport and deployment by soldiers, then the aircraft size and weight are reduced, but the aircraft loses the capability for continuous flight in adverse conditions
Solution Approach 1:
The aircraft employs dynamically adjustable propulsion assemblies that can change their thrust direction and magnitude in real-time. This dynamic capability allows a small, lightweight aircraft to adapt to varying flight conditions and maintain stability and control authority throughout the flight envelope, enabling continuous operation in adverse conditions despite reduced size and weight.
Solution Approach 2:
The flight control system continuously adjusts multiple parameters including individual propulsion assembly thrust levels, thrust vector angles, and rotational speeds to maintain optimal flight characteristics. This parameter adjustment capability allows the small aircraft to compensate for its reduced mass and maintain reliable flight in challenging environmental conditions.
3Adaptability or versatility
If the aircraft uses a two-dimensional distributed thrust array for both VTOL and flying wing orientations, then the aircraft achieves versatile flight capability, but the propulsion system complexity and control system complexity increase
Solution Approach 1:
Each propulsion assembly is designed as a multi-functional unit capable of providing both lift and thrust functions. The same propulsion assemblies that generate vertical lift during VTOL operations also provide forward thrust during flying wing mode, eliminating the need for separate propulsion systems for different flight modes and reducing overall system complexity.
Solution Approach 2:
The flight control system independently controls the speed of each propulsion assembly, allowing selective activation and modulation of individual units. This partial action capability enables the system to achieve complex flight maneuvers by coordinating subsets of propulsion assemblies rather than requiring all units to operate at full capacity simultaneously, simplifying control logic.
4Measurement precision
If the aircraft uses independently controlled propulsion assemblies for precise attitude control, then the flight control precision is improved, but the number of control channels and system complexity increase
Solution Approach 1:
The flight control system continuously monitors aircraft attitude, position, and propulsion assembly performance, using this feedback to dynamically adjust thrust levels and vector angles of individual propulsion assemblies. This closed-loop control enables precise attitude control while managing system complexity through automated feedback-based adjustments rather than requiring complex manual control mechanisms.
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 efficient and versatile flight operations, providing real-time information and situational awareness while being lightweight and easy to deploy, with the ability to transition between VTOL and flying wing orientations for various mission requirements.
Implementation Method 1
A thrust array coupled to the airframe includes first and second motor mounts coupled to the leading edge respectively between the root chord and the first and second wingtips. The motor mounts each have first and second propulsion assemblies coupled to respective first and second distal ends thereof.
Implementation Method 2
A flight control system is operably associated with the thrust array and is operable to independently control the speed of each propulsion assembly. In the VTOL orientation, the two-dimensional distributed thrust array is operable to provide altitude control and pitch, roll and yaw authority.
Data Source
AI summary
An unmanned aircraft system having a flying wing orientation includes an airframe having leading and trailing edges, a two-dimensional thrust array coupled to the leading edge, a power system and a flight control system operable to independently control the speed of each propulsion assembly of the two-dimensional thrust array. In the flying wing orientation, the two-dimensional distributed thrust array provides airspeed control responsive to collectively changing the speed of each propulsion assembly, pitch authority responsive to differentially changing the speed of the propulsion assemblies above the airframe relative to the propulsion assemblies below the airframe, roll authority responsive to differentially changing the speed of the propulsion assemblies rotating clockwise relative to the propulsion assemblies rotating counterclockwise and yaw authority responsive to differentially changing the speed of the propulsion assemblies on a port side of the airframe relative to the propulsion assemblies on a starboard side of the airframe.