VTOL Aircraft Propulsion With Fixed Rotors and Tiltable Proprotors

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Solution Overview

Problem

Existing VTOL aircraft with separate lift and propulsion systems are heavy and have high drag, while those that tilt all rotors for both functions are limited in rotor placement and efficiency.

Innovation Solution

Aircraft design with fixed rotors for lift and tiltable proprotors for both lift and propulsion, mounted on wings, allowing for a balanced propulsion system that reduces weight and drag.

Engineering Contradictions & Design Principles

VSEngineering Contradiction Analysis

1Adaptability or versatility

If separate lift and propulsion systems are used, then vertical thrust and forward thrust can be provided independently, but the aircraft becomes heavy and has high drag

Engineering Contradiction:

Improveindependent vertical and forward thrust capabilityVSAvoidaircraft weight

Core Design Contradiction:

Adaptability or versatilityVSWeight of moving object

Solution Approach 1:

The proprotors are designed to perform dual functions: providing vertical thrust during takeoff and landing by tilting to a first position, and providing forward thrust during cruise by tilting to a second position. This multi-functionality eliminates the need for separate propulsion systems, reducing aircraft weight while maintaining the ability to provide both vertical and forward thrust independently through configuration changes.

Inventive Principle:

Principle #6Universality (Multi-functionality)

2Adaptability or versatility

If separate lift and propulsion systems are used, then vertical thrust and forward thrust can be provided independently, but the aircraft has high drag

Engineering Contradiction:

Improveindependent vertical and forward thrust capabilityVSAvoidaerodynamic drag

Core Design Contradiction:

Adaptability or versatilityVSObject-generated harmful factors

Solution Approach 1:

The proprotors are configured to tilt between a first position for vertical thrust and a second position for forward thrust. During cruise flight, the proprotors tilt to the second position to provide forward thrust while minimizing drag, and during takeoff/landing they tilt to the first position for vertical thrust. This dynamic reconfiguration allows the propulsion system to optimize its aerodynamic characteristics for each flight phase, reducing overall drag compared to fixed separate systems.

Inventive Principle:

Principle #15Dynamics

3Device complexity

If all rotors are tilted for both lift and propulsion, then system simplicity is improved, but rotor placement is limited and efficiency decreases

Engineering Contradiction:

Improvepropulsion system simplicityVSAvoidpropulsion efficiency

Core Design Contradiction:

Device complexityVSProductivity

Solution Approach 1:

The propulsion system is segmented into multiple proprotors that can be independently tilted to different positions. This segmentation allows each proprotor to be optimized for its specific function while maintaining overall system simplicity. The proprotors can be positioned forward of the wing for efficient forward thrust during cruise, and tilted for vertical thrust during takeoff/landing, achieving both placement flexibility and propulsion efficiency.

Inventive Principle:

Principle #1Segmentation

4Productivity

If proprotors are positioned forward of the wing, then forward thrust efficiency is improved, but vertical thrust capability may be compromised

Engineering Contradiction:

Improveforward thrust efficiencyVSAvoidvertical thrust capability

Core Design Contradiction:

ProductivityVSPower

Solution Approach 1:

The proprotors are mounted on booms that allow them to tilt between a first position for vertical thrust and a second position for forward thrust. When positioned forward of the wing, the proprotors generate efficient forward thrust during cruise flight. When vertical thrust is required during takeoff or landing, the proprotors tilt to the first position, maintaining full vertical thrust capability. This dynamic positioning resolves the conflict between forward thrust efficiency and vertical thrust capability.

Inventive Principle:

Principle #15Dynamics

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

The design results in a lighter and less drag-prone aircraft that efficiently transitions between vertical take-off and landing to forward flight, optimizing propulsion efficiency.

Implementation Method 1

a plurality of rotors connected to the at least one wing for providing lift for vertical take-off and landing of the aircraft

Methodology Applied

Scientific EffectLift generation: Aerofoil

Implementation Method 2

a plurality of proprotors connected to the at least one wing and tiltable between lift configurations for providing lift for vertical take-off and landing of the aircraft and propulsion configurations for providing forward thrust to the aircraft

Methodology Applied

Scientific EffectThrust generation: Jet

Data Source

PatentUS20250304251A1Vertical take-off and landing aircraft

Publication Date: 2025.10.02 ARCHER AVIATION INC

AI summary

A vertical take-off and landing aircraft includes a fuselage, at least one wing connected to the fuselage, a plurality of rotors connected to the at least one wing for providing lift for vertical take-off and landing of the aircraft and a plurality of proprotors connected to the at least one wing and tiltable between lift configurations for providing lift for vertical take-off and landing of the aircraft and propulsion configurations for providing forward thrust to the aircraft.