Multifunctional Aircraft Boom Structure for VTOL Cargo Operations
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Solution Overview
Problem
Current cargo aircraft require long runways for takeoff and landing, lack vertical takeoff and landing capability, are dependent on hydrocarbon-based fuels, and necessitate human pilots, limiting operational hours and increasing labor costs.
Innovation Solution
Design of an unmanned aircraft with a multifunctional structure featuring electric motors and vertical propulsion systems, allowing for vertical takeoff and landing, and a fuselage with integrated composite materials for efficient fuel use and reduced component count.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Quantity of substance
If conventional cargo aircraft with jet engines are used, then large cargo loads can be carried, but long paved runways are required for takeoff and landing
Solution Approach 1:
The aircraft is divided into multiple independent rotor booms (first and second rotor booms) that can operate independently to provide vertical lift, separating the takeoff/landing function from the cruise function. This segmentation enables vertical takeoff and landing without requiring long runways while maintaining cargo capacity.
Solution Approach 2:
The aircraft employs dynamic configuration where rotor booms can be extended or repositioned based on operational needs. During vertical takeoff and landing, the rotor booms are positioned to provide maximum lift; during cruise, they can be reconfigured to reduce drag and improve efficiency, allowing the aircraft to adapt to different operational phases.
2Ease of operation
If helicopters are used for cargo transport, then vertical takeoff and landing capability is achieved, but speed and travel range are reduced
Solution Approach 1:
The aircraft is designed with multi-functionality, incorporating both vertical lift rotors for hover and takeoff/landing capabilities and a fixed-wing configuration for efficient cruise flight. This universal design allows the same aircraft to perform both helicopter-like vertical operations and airplane-like high-speed cruise, eliminating the need to choose between the two configurations.
Solution Approach 2:
The invention merges the vertical lift capability of helicopters with the efficient cruise performance of fixed-wing airplanes into a single integrated system. The rotor booms provide vertical lift while the main wings provide forward thrust and lift during cruise, combining the advantages of both helicopter and airplane designs in one vehicle.
3Power
If manned aircraft with hydrocarbon-based fuel engines are used, then propulsion power is sufficient, but operational hours are limited and labor costs increase
Solution Approach 1:
The invention replaces traditional hydrocarbon-based fuel engines with electric motors powered by battery systems. This substitution eliminates the need for human pilots, removes limitations on operational hours, and reduces labor costs while maintaining sufficient propulsion power through advanced electric motor technology and optimized battery configurations.
Solution Approach 2:
The aircraft utilizes parameter changes in energy storage systems, employing high-capacity battery systems with optimized voltage and current characteristics to provide sufficient power for electric motors. The electrical parameters are carefully selected to match the propulsion requirements while maximizing operational duration and efficiency.
4Stability of the object's composition
If multiple separate components are used for fuselage support, then structural flexibility is improved, but device complexity and component count increase
Solution Approach 1:
The first and second rotor booms are merged with the fuselage structure to form an integrated support system. Rather than using separate struts or braces, the rotor booms themselves serve as both the mounting structure for the vertical lift rotors and the primary structural support for the fuselage, reducing component count while maintaining structural flexibility and strength.
Data Source
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AI summary
An embodiment aircraft boom (66, 76) includes a boom member (34, 42), a vertical stabilizer (40, 50), a rear landing gear (114, 116), and a front landing gear (110, 112). The boom member (34, 42) may extend in a first direction and have a front internal structural member (154) disposed therein, where a portion of the front internal structural member (154) is a first attachment point for a first wing. The vertical stabilizer (40, 50) may extend from the boom member (34, 42), where the vertical stabilizer (40, 50) has a rear internal structural member (120) disposed therein and extends from the boom member (34, 42) and through an interior of the vertical stabilizer (40, 50), and where a portion of the rear internal structural member (120) is a second attachment point for a second wing. The rear landing gear (114, 116) may be coupled to the rear internal structural member (120). The front landing gear (110, 112) may be coupled to the front internal structural member (154) of the boom member (34, 42).