Distributed VTOL Yaw Control Using Multi-Mode Propulsion Assemblies
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Solution Overview
Problem
Existing VTOL aircraft yaw control systems face limitations such as insufficient yaw control power, inability to decouple yaw control from other flight axes, and increased weight or drag due to additional yaw effectors, leading to reduced maneuverability and increased maintenance complexity.
Innovation Solution
Aircraft with multiple independent yaw control mechanisms, including canting and tilting propulsion assemblies, varying rotational speed, and adjusting aerodynamic control surfaces, allows for precise and responsive yaw control without adding unnecessary weight or drag.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If additional yaw effectors are added to increase yaw control power, then yaw control capability is improved, but weight and drag increase
Solution Approach 1:
The propulsion assemblies are designed to perform multiple functions: they provide thrust for forward motion and simultaneously serve as yaw control effectors through canting and tilting mechanisms. This eliminates the need for separate dedicated yaw effectors, thereby increasing yaw control power without adding additional weight.
Solution Approach 2:
The yaw control function is merged with the propulsion system by enabling the propulsion assemblies to be canted and tilted to generate yaw moments. This integration combines the thrust generation and yaw control functions into a single system, avoiding the weight penalty of separate yaw effectors.
2Power
If additional yaw effectors are added to improve yaw control, then yaw control capability is improved, but device complexity increases
Solution Approach 1:
The propulsion assemblies serve dual purposes as both thrust generators and yaw control mechanisms, reducing the number of separate components needed and simplifying the overall system architecture while maintaining enhanced yaw control capability.
Solution Approach 2:
The system uses dynamic adjustment of propulsion assembly orientations (canting and tilting) to control yaw, replacing static mechanical yaw effectors with programmable, flexible control mechanisms that reduce structural complexity.
3Power
If yaw control is coupled with other flight axes, then control authority is improved, but maneuverability deteriorates
Solution Approach 1:
The control system independently segments yaw control from pitch and roll control by using differential canting and tilting of propulsion assemblies. This allows yaw moments to be generated without coupling to other flight axes, maintaining full maneuverability while increasing control authority.
Solution Approach 2:
Different propulsion assemblies are controlled independently with different canting and tilting angles to generate pure yaw moments, allowing localized control actions that do not affect other flight axes and thus preserve maneuverability.
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
Enhances yaw control power, maneuverability, and redundancy, ensuring consistent performance and safety even in the event of component failures, while maintaining efficient thrust distribution.
Implementation Method 1
The aircraft is propelled by a two-dimensional distributed thrust array coupled to the airframe, the thrust array comprising at least a first, second, and third pair of propulsion assemblies, each propulsion assembly having a rotor
Implementation Method 2
each propulsion assembly operable for at least single-axis thrust vectoring. A first yaw mechanism includes inducing a yaw moment by canting at least one pair of propulsion assemblies away from the fuselage, and a second yaw mechanism includes inducing a yaw moment by selectively tilting at least one pair of propulsion assemblies forwards and backwards
Implementation Method 3
A third yaw mechanism includes inducing a yaw moment by varying an aerodynamic control surface of at least one propulsion assembly
Data Source
AI summary
An aircraft having a plurality of independent yaw control mechanisms includes an airframe having a central fuselage sized to hold at least one operator or payload and a wing extending from the fuselage. The aircraft includes a distributed thrust array coupled to the airframe, the thrust array having at least a first, second, and third pair of propulsion assemblies. Each propulsion assembly includes a rotor and is operable for at least single-axis thrust vectoring. The aircraft further includes a flight control system operable to independently control and combine each yaw mechanism of the propulsion assemblies. The yaw mechanisms for inducing a yaw moment include: canting at least one pair of propulsion assemblies away from the fuselage, selectively tilting at least one pair of propulsion assemblies forwards and backwards, varying an aerodynamic control surface of at least one propulsion assembly, and varying a rotational speed of at least one propulsion assembly.