M-Wing VTOL Propulsion Layout for Low-Drag Mode Transition
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Solution Overview
Problem
Existing VTOL aircraft face inefficiencies due to separate rotors for vertical lift and forward thrust, leading to increased motor weight, drag, and design complexity, as well as reduced efficiency in transitioning between flight modes.
Innovation Solution
A VTOL aircraft design that transitions from vertical takeoff using stacked propellers to cruise mode using wings, with rotating wingtip propellers and hinged control surfaces, allowing for efficient lift and thrust generation while minimizing drag and complexity by aligning the aerodynamic center, center of thrust, and center of gravity.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Force
If separate non-articulating rotors are used for vertical lift and forward thrust, then vertical lift capability is achieved, but motor weight and aircraft drag increase
Solution Approach 1:
The patent employs a single set of propellers that can perform multiple functions: providing vertical lift during takeoff and landing, and providing forward thrust during cruise flight. This multi-functional approach eliminates the need for separate rotor systems, thereby reducing motor weight while maintaining both vertical lift and forward thrust capabilities
Solution Approach 2:
The propellers are designed to dynamically change their orientation and function based on flight phase. During vertical flight, they rotate in a vertical plane to generate lift; during horizontal cruise, they rotate in a horizontal plane to generate thrust. This dynamic reconfiguration allows one propeller system to replace what would traditionally require separate rotor systems
2Force
If separate non-articulating rotors are used for vertical lift and forward thrust, then vertical lift capability is achieved, but aircraft drag increases
Solution Approach 1:
The propellers dynamically adjust their rotation plane and orientation based on flight phase. During cruise, they rotate horizontally to provide efficient forward thrust with minimal drag. During vertical flight, they rotate vertically to provide lift. This dynamic adaptation eliminates the need for permanently mounted vertical rotors that would create excessive drag during horizontal flight
Solution Approach 2:
The invention extracts the vertical lift function from a permanently mounted rotor system and integrates it into a multi-functional propeller system that only activates vertical rotation when needed. This removes the continuous drag penalty of having vertical rotors mounted on the aircraft structure
3Weight of moving object
If distributed tilting propulsors are used to provide both vertical lift and forward thrust, then motor weight and drag are reduced, but design complexity increases
Solution Approach 1:
The patent uses a single set of propellers that can perform both vertical lift and forward thrust functions, eliminating the need for multiple tilting propulsor systems. This universal propeller system reduces design complexity by removing the need for complex articulation mechanisms while maintaining the ability to provide both lift and thrust
Solution Approach 2:
The invention merges the functions of multiple tilting propulsors into a single integrated propeller system. Instead of having six to twelve separate tilting rotors, the aircraft uses one propeller per wingtip that can dynamically reconfigure its orientation, thereby combining multiple functions into fewer components and reducing overall system complexity
4Weight of moving object
If distributed tilting propulsors are used to provide both vertical lift and forward thrust, then motor weight is reduced, but device complexity increases
Solution Approach 1:
The patent employs a single set of propellers that can perform multiple functions: providing vertical lift during takeoff and landing, and providing forward thrust during cruise flight. This multi-functional approach eliminates the need for separate rotor systems, thereby reducing motor weight while maintaining both vertical lift and forward thrust capabilities
Solution Approach 2:
The invention merges the functions of multiple tilting propulsors into a single integrated propeller system. Instead of having six to twelve separate tilting rotors, the aircraft uses one propeller per wingtip that can dynamically reconfigure its orientation, thereby combining multiple functions into fewer components and reducing overall system complexity
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 design enhances efficiency by reducing drag, noise, and power consumption, enabling the aircraft to effectively transport passengers and cargo while maintaining stability and control across various flight modes.
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 on the wings, tail boom, and tail may tilt during takeoff and landing to yaw the vehicle
Implementation Method 4
VTOL aircraft that transitions from a vertical takeoff and landing state primarily using stacked propellers for lift to a cruise primarily using one or more wings for 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.