Aircraft Propulsor with Stowable Blades for Drag Reduction
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Conventional electric and hybrid-electric propulsion systems for aircraft face challenges in meeting varying thrust requirements across different flight conditions, often resulting in reduced propulsive efficiency, increased weight, and aerodynamic drag.
Innovation Solution
A propulsor system with rotatable prop blades that can transition between a stowed and deployed position, utilizing a linkage mechanism and dual motor system to adjust blade orientation and position, allowing for efficient thrust generation and minimization of drag during different flight phases.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Force
If conventional propulsion systems are designed to meet maximum thrust requirements, then thrust capability is improved, but propulsive efficiency deteriorates during cruising conditions
Solution Approach 1:
The propulsor implements dynamic blade configuration by allowing prop blades to rotate between deployed and stowed positions. During takeoff and landing, blades are deployed to generate maximum thrust. During cruising, blades are stowed to minimize drag and maintain optimal aerodynamic efficiency. This dynamic reconfiguration enables the system to adapt to varying thrust requirements without sacrificing efficiency in any flight regime.
2Force
If propulsor size is increased to provide sufficient thrust for all flight conditions, then thrust capability is improved, but weight increases
Solution Approach 1:
The propulsion system is segmented into multiple independent propulsors rather than relying on a single large propulsor. Each propulsor can be independently controlled and configured. During different flight phases, only the necessary number of propulsors are deployed, and individual blades within propulsors can be stowed or deployed as needed. This segmentation allows the system to achieve required thrust capability while minimizing the weight of deployed propulsion components.
3Force
If propulsor is always deployed to provide thrust, then thrust capability is improved, but aerodynamic drag increases during non-thrust phases
Solution Approach 1:
The propulsor system implements dynamic blade configuration by allowing prop blades to rotate between deployed and stowed positions. During takeoff and landing, blades are deployed to generate maximum thrust. During cruising, blades are stowed to minimize drag and maintain optimal aerodynamic efficiency. This dynamic reconfiguration enables the system to adapt to varying thrust requirements without sacrificing efficiency in any flight regime.
4Adaptability or versatility
If multiple propulsion systems are used to address varying thrust requirements, then adaptability is improved, but device complexity increases
Solution Approach 1:
The propulsor implements dynamic blade configuration by allowing prop blades to rotate between deployed and stowed positions. During takeoff and landing, blades are deployed to generate maximum thrust. During cruising, blades are stowed to minimize drag and maintain optimal aerodynamic efficiency. This dynamic reconfiguration enables the system to adapt to varying thrust requirements without sacrificing efficiency in any flight regime.
Solution Approach 2:
The same propulsor structure serves multiple functions across different flight regimes. The propulsor body and motor assembly remain constant, while only the blade configuration changes between deployed and stowed positions. This multi-functionality allows a single propulsor design to provide both maximum thrust during takeoff/landing and minimum drag during cruising, eliminating the need for completely different propulsion systems for different flight phases.
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
The system provides adaptable thrust capabilities, optimizing propulsive efficiency and reducing weight and drag by selectively deploying and stowing prop blades in response to flight conditions, enhancing overall aircraft performance.
Implementation Method 1
Electric and hybrid-electric propulsion systems for aircraft may be configured to convert electrical power into rotational energy to drive a propulsor
Implementation Method 2
The plurality of prop blades are configured for rotation about an axial centerline of the propulsor to provide thrust for the aircraft
Data Source
AI summary
A propulsor includes a propulsor body and a prop assembly in rotational communication with the propulsor body. The prop assembly includes a plurality of prop blades configured for rotation about an axial centerline of the propulsor. The plurality of prop blades are rotatable between a deployed position and a stowed position. The propulsor further includes at least one linkage having a first linkage end and a second linkage end. The first linkage end of the at least one linkage is rotatably mounted to the propulsor body and the second linkage end is configured to be rotatably mounted to an aircraft body. The propulsor further includes a first motor coupled to the at least one linkage and configured to rotate the at least one linkage relative to the propulsor body between a first rotational position and a second rotational position.