M-Wing VTOL Propulsion Layout for Lower Drag and Motor Weight
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Solution Overview
Problem
Existing VTOL aircraft face challenges in balancing vertical takeoff and landing with forward flight due to separate rotors for lift and thrust, leading to increased motor weight, drag, and design complexity.
Innovation Solution
A VTOL aircraft transitions from vertical takeoff using stacked propellers to cruise using wings for lift, with rotating wingtip propellers and hinged control surfaces, allowing for efficient thrust and lift management during different flight modes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If separate non-articulating rotors are used to provide vertical lift and forward thrust, then the aircraft can achieve VTOL capability, but motor weight and aircraft drag increase
Solution Approach 1:
The patent applies universality by using a single set of propulsors that can perform multiple functions: providing vertical lift during takeoff and landing, and providing forward thrust during cruise flight. The propulsors are articulated to change their orientation, allowing them to serve both vertical and horizontal propulsion needs without requiring separate dedicated rotor systems for each function.
Solution Approach 2:
The patent applies dynamics by making the propulsors articulated rather than fixed. The propulsors can rotate and change their angle of attack dynamically based on flight phase - positioned vertically for lift during VTOL operations and tilted forward for thrust during cruise. This dynamic reconfiguration eliminates the need for heavy non-articulating rotors while maintaining full VTOL capability.
2Adaptability or versatility
If separate non-articulating rotors are used to provide vertical lift and forward thrust, then the aircraft can achieve VTOL capability, but aircraft drag increases
Solution Approach 1:
The articulated propulsors dynamically adjust their orientation to optimize aerodynamic efficiency. During cruise flight, the propulsors are tilted forward to provide thrust while minimizing drag, rather than remaining in a vertical position that would create excessive drag. This dynamic repositioning reduces aircraft drag while maintaining VTOL capability.
3Weight of moving object
If distributed tilting propulsors are used to provide both vertical lift and forward thrust, then motor weight and aircraft drag are reduced, but design complexity increases
Solution Approach 1:
The patent applies segmentation by dividing the propulsion system into multiple articulated propulsor units distributed across the aircraft structure. Each propulsor is an independent unit that can be controlled individually, allowing the complex VTOL-to-cruise transition to be managed through coordinated operation of separate modules rather than a single complex mechanism.
Solution Approach 2:
The articulated propulsors serve multiple functions - providing both vertical lift and forward thrust - which reduces the overall number of motors and propulsion components needed compared to having separate dedicated systems. This multi-functionality simplifies the design by consolidating propulsion functions into a single articulated system rather than requiring multiple independent systems.
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
This configuration reduces drag, motor weight, and design complexity while maintaining efficient lift and thrust capabilities, enabling effective transportation of passengers and cargo.
Implementation Method 1
rotating wingtip propellers on the nacelles are pitched upward at a 90-degree angle and stacked lift propellers are deployed from the wing and tail booms to provide lift
Implementation Method 2
nacelles rotate downward to a zero-degree position, allowing the wingtip propellers to provide forward thrust
Implementation Method 3
The hinged control surfaces tilt to control rotation about the vertical axis during takeoff
Implementation Method 4
stacked lift propellers are deployed from the wing and tail booms to provide lift
Data Source
AI summary
A vertical landing and take-off aircraft VTOL transitions from a vertical takeoff state to a cruise state where the vertical takeoff state uses propellers to generate lift and the cruise state uses wings to generate lift. The aircraft has an M-wing configuration with propellers located on the wingtip nacelles, wing booms, and tail boom. The wing boom and/or the tail boom can include boom control effectors. Hinged control surfaces on the wings, tail boom, and tail tilt during takeoff and landing to yaw the vehicle. The boom control effectors, cruise propellers, stacked propellers, and control surfaces can have different positions during different modes of operation in order to control aircraft movement and mitigate noise generated by the aircraft.