Hinged Wing Fuselage Structure for VTOL Transition
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Solution Overview
Problem
Aircrafts capable of vertical take-offs and landings (VTOL) face challenges in transitioning efficiently from a vertical to a horizontal flight position and vice versa, often requiring large areas for landing and experiencing difficulties in controlled axis turning, leading to increased distance and power consumption.
Innovation Solution
A structure construction featuring first and second fuselage portions with a hinged supporting structure that allows the wing and first fuselage to pivot relative to the second fuselage, enabling easy transition between flight modes while maintaining a stable and aerodynamic configuration, with electric engines producing a significant portion of the thrust and a horizontal second fuselage for stable landing and loading.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Productivity
If the aircraft uses conventional VTOL structure with horizontal propellers during cruising, then it can achieve forward flight capability, but it requires large area for take-off and landing and consumes excessive power during mode transition
Solution Approach 1:
The supporting structure is designed to be dynamically reconfigurable, allowing it to pivot between horizontal and vertical positions. This dynamic adaptation enables the aircraft to transition efficiently between VTOL and forward flight modes by optimally positioning the wing and engine assembly, reducing the area required for operations and minimizing power consumption during transitions.
Solution Approach 2:
The aircraft structure is divided into separable components: a fixed second fuselage portion and a movable supporting structure with the first fuselage portion, wing, and engine. This segmentation allows the supporting structure to be independently positioned and configured, enabling efficient mode transitions without moving the entire aircraft mass.
2Adaptability or versatility
If the aircraft transitions from vertical to horizontal position by dragging, then it can change flight mode, but it covers long distance and requires large area
Solution Approach 1:
The supporting structure's ability to dynamically pivot allows the aircraft to transition vertically and horizontally in place or over minimal distance, eliminating the need for long dragging transitions and reducing the required operational area.
Solution Approach 2:
The supporting structure serves multiple functions: it provides structural support, houses the propulsion system, and acts as the primary mechanism for mode transition. This multi-functionality consolidates transition capabilities into a compact configuration, reducing the space required for operations.
3Object-affected harmful factors
If the aircraft structure is optimized for aerodynamic performance in forward flight, then air resistance is reduced, but stability during landing and parking is compromised
Solution Approach 1:
The supporting structure can be positioned horizontally during forward flight to minimize air resistance and maximize aerodynamic efficiency, then pivoted to a vertical or optimized angle during landing and parking to provide structural stability and a level landing surface.
Solution Approach 2:
The configuration parameters of the supporting structure (its angle and position relative to the fuselage) are changed based on the operational phase: horizontal/low-angle for aerodynamic efficiency during flight, and vertical/high-angle for stability during landing and parking.
4Adaptability or versatility
If the cargo position changes during flight modes, then loading flexibility is improved, but the structure complexity and power consumption increase
Solution Approach 1:
The fuselage is divided into fixed and movable portions, with the cargo area located in the fixed second fuselage portion. This segmentation allows the supporting structure to move for mode transitions while the cargo remains stationary, providing loading flexibility without requiring complex cargo relocation mechanisms.
Solution Approach 2:
The cargo containment function is extracted and placed in the fixed second fuselage portion, separating it from the movable supporting structure. This allows the supporting structure to be optimized for aerodynamic and transition performance while the cargo area maintains simplicity and stability.
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 quick mode transitions with minimal power, reduced air resistance, and stable landing and parking, maintaining cargo and passenger position consistency throughout flight, and optimizing fuel consumption by keeping the center of gravity low during hovering and landing.
Implementation Method 1
The supporting structure is configured to be hinged to the second fuselage portion so that the supporting structure allows turning of said wing, of said at least one engine and of said first fuselage portion in relation to the second fuselage portion
Implementation Method 2
The engine is advantageously an electric engine and provided with rotating propellers or fan
Implementation Method 3
at least one wing... In addition the wing may be configured to form at least portion of the supporting structure
Implementation Method 4
which is still at the same time very aerodynamic with low air resistance
Data Source
Figure 1A~1B
Figure 2~3
Figure 4A~4b
AI summary
A structure construction (100) for an aircraft (200) comprises first (101) and second (102) fuselage portions and at least one wing (103). In addition the structure construction (100) comprises a supporting structure (104) for supporting the wing (103) and the first fuselage portion (101). T h e supporting structure (104) or the wing (103) comprises also at least one engine (105). Additionally, the supporting structure (104) is configured to be hinged (106) to the second fuselage portion (102) so that said supporting structure (104) allows turning of said wing (103) and said first fuselage portion (101) in relation to said second fuselage portion (102) to a take-off and landing positions and forward flying position.