Distributed Wing Propulsion for Low-Speed Landing on Moving Platforms
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Solution Overview
Problem
Conventional fixed-wing air vehicles struggle with powered landing and take-off on short or moving platforms, particularly in separated wake conditions, due to limitations in stall speed and lift generation.
Innovation Solution
The integration of a distributed electrical propulsion (DEP) system with secondary electrical propulsion units on both port and starboard wings, enabling augmented lift and enhanced drag, allowing for powered aerodynamic flight at speeds below the nominal stall speed, and optimized for operation in separated wake conditions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If conventional horizontal landing procedures are used with fixed thrust vector, then aerodynamic flight is maintained, but landing speed is limited by stall speed and landing ground roll increases
Solution Approach 1:
The propulsion system is segmented into a main propulsion system and multiple secondary electrical propulsion units distributed across the wings. This segmentation allows independent control of thrust at different locations, enabling differential lift generation and reduced stall speed without requiring the entire aircraft to maintain high speed for aerodynamic stability.
Solution Approach 2:
The secondary electrical propulsion units are dynamically activated during landing to provide augmented lift only when needed, rather than requiring continuous high-speed flight for lift generation. This dynamic adjustment allows the aircraft to slow below conventional stall speed while maintaining controlled descent and landing capability.
2Speed
If engine power is reduced to idle during landing to reduce airspeed, then glide angle is improved, but lift generation is reduced and stall risk increases
Solution Approach 1:
The secondary electrical propulsion units act as intermediaries between the main propulsion system and the wings, providing localized thrust that directly augments lift generation. This intermediary system allows the main engine to be throttled back for glide angle control while the secondary units compensate for lift loss, enabling low-speed landing without stall risk.
3Speed
If high lift devices and drag inducing devices are deployed to increase glide angle, then landing speed is reduced, but device complexity and aerodynamic efficiency are compromised
Solution Approach 1:
The patent replaces complex mechanical high lift devices and drag inducing devices with an electrical propulsion system. Instead of deploying flaps, slats, and airbrakes that increase device complexity, the system uses electrically-driven propellers to generate augmented lift and controlled drag, simplifying the mechanical structure while achieving the same aerodynamic effects.
4Adaptability or versatility
If conventional propulsion systems are used for powered landing, then aerodynamic flight is maintained, but landing on short or moving platforms in separated wake conditions is not feasible
Solution Approach 1:
The secondary electrical propulsion units are distributed across the wings to create localized thrust zones that can independently compensate for disturbed airflow in separated wake conditions. This local quality approach allows each wing section to maintain its own airflow characteristics and lift generation, enabling reliable landing on moving platforms or in turbulent environments where conventional uniform airflow assumptions break down.
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 powered aerodynamic landing and take-off on short or moving platforms with reduced stall speed, improved lift, and enhanced control at low speeds, overcoming the limitations of conventional systems.
Implementation Method 1
each said first plurality of secondary electrical propulsion units comprises a respective first set of secondary electrical propulsion units coupled to the respective port wing or starboard wing such as to provide corresponding jet flows directly to the full flap arrangement of the respective said port wing or starboard wing
Implementation Method 2
a main lift generating wing arrangement comprising a port wing and a starboard wing
Implementation Method 3
the DEP system is configured for providing said augmented lift to the main lift generating wing arrangement in separated wake conditions and for selectively concurrently generating enhanced drag
Implementation Method 4
each said secondary electrical propulsion units comprises an electrical motor unit that is configured for operating to turn a respective driveshaft about a respective rotor axis, and a respective rotor mounted to the driveshaft. For example, each rotor is in the form of a single propeller having a plurality of blades
Data Source
AI summary
An air vehicle is provided including: a main lift generating wing arrangement having a port wing and a starboard wing, empennage and main propulsion system. The air vehicle further includes a distributed electrical propulsion (DEP) system having secondary electrical propulsion units coupled to each one of the port wing and the starboard wing. The main propulsion system is configured for providing sufficient thrust such as to enable powered aerodynamic flight of the air vehicle including at least: powered aerodynamic take off absent operation of the DEP system; and powered aerodynamic landing absent operation of the DEP system. The DEP system is configured for selectively providing at least augmented lift to the main lift generating wing arrangement in at least landing. A method for landing an air vehicle on a moving platform under separated wake conditions is also provided.