Modular Convertible Aircraft With Independent Rotor Thrust Control
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Solution Overview
Problem
Existing aircraft technologies face limitations in maneuverability and operational range, with helicopters being limited by altitude and speed, and airplanes requiring long runways for takeoff and landing, while convertiplanes and other convertible aircraft designs are complex and inefficient for reconfiguration.
Innovation Solution
A series of convertible aircraft with modular components and electric propulsion, allowing simple reconfiguration between hovering and forward flight configurations, utilizing a control unit to manage independent rotor thrusts for maneuverability and adaptability.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If helicopters are used for hovering and low-speed flight, then maneuverability is improved, but maximum operational altitude and speed are limited
Solution Approach 1:
The rotor assembly is designed to be dynamically reconfigurable, allowing the rotor axis to tilt between vertical (for hovering) and horizontal (for forward flight) positions. This dynamic adjustment enables the aircraft to transition between helicopter-like maneuverability and airplane-like speed and altitude capabilities
Solution Approach 2:
The convertiplane integrates multiple flight modes (hovering, vertical flight, forward flight) into a single aircraft design. The rotor system serves dual functions: generating vertical lift for hovering and generating horizontal thrust for forward flight, eliminating the need for separate helicopter and airplane configurations
2Adaptability or versatility
If aeroplanes are used for high cruising speeds and altitudes, then speed and altitude capability are improved, but long runways are required for takeoff and landing
Solution Approach 1:
The aircraft employs a dynamic configuration system where the rotor assembly can be tilted to different angles. For takeoff and landing, the rotor is positioned vertically to provide vertical lift, eliminating the need for long runways. For cruising, the rotor tilts horizontally to provide forward thrust while wings generate lift, achieving high speed and altitude capability
3Adaptability or versatility
If convertiplanes with complex reconfiguration systems are used, then flight mode versatility is improved, but device complexity increases
Solution Approach 1:
The invention merges the rotor assembly with the fuselage structure, integrating the tilt mechanism directly into the aircraft body. This consolidation reduces the number of separate components and simplifies the reconfiguration system compared to traditional convertiplane designs that use separate rotor pods or complex mechanical linkages
Solution Approach 2:
The patent replaces complex mechanical reconfiguration systems with an electric propulsion system. Electric motors drive the rotor assembly, and electronic control systems manage the tilt mechanism, reducing mechanical complexity and improving reliability compared to purely mechanical convertiplane designs
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, adaptable flight modes with reduced operational complexity, enhancing maneuverability and flexibility for various missions, including urban mobility, passenger transport, and remote-controlled operations.
Implementation Method 1
a plurality of rotors (20a, 20b; 21a, 21b; 22a, 22b) arranged on the aircraft and rotatable about respective axes parallel to the axis Z
Implementation Method 2
The rotors can be driven by an electric propulsion system
Data Source
AI summary
A series of convertible aircraft with a core with an airframe defining a first axis is described; a first, a second, a third, a fourth, a fifth and a sixth rotor which are rotatable about respective first, second, third, fourth, fifth and sixth axis, and operable independently of each other so as to generate respectively a first, a second, a third, a fourth, a fifth and a sixth thrust value independent of each other; the core comprises first and second portions of respective half-wings and aerodynamic surfaces and each module comprises third and fourth portions of respective half-wings and aerodynamic surfaces.