Tilt-Rotor Aircraft Layout for VTOL and Efficient Forward Flight
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Solution Overview
Problem
Existing aircraft, such as helicopters and gyroplanes, face challenges in achieving efficient vertical takeoff and landing (VTOL) capabilities while maintaining energy efficiency and stability across various flight modes.
Innovation Solution
The development of an aircraft with a unique configuration featuring a fuselage, a mast with a rotor, powered proprotors, and a tiltable empennage, allowing for independent control of proprotor tilt angles and rotational speeds to facilitate vertical and horizontal flight modes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a helicopter uses a fixed vertical shaft with swash plates and links to the rotor head to modify pitch and generate lift, then vertical takeoff and hovering capability is achieved, but operating energy efficiency deteriorates compared to fixed-wing aircraft
Solution Approach 1:
The patent employs a dynamic rotor shaft that can tilt between vertical and forward orientations, allowing the aircraft to transition between helicopter-like vertical flight and gyroplane-like efficient forward flight. The rotor shaft tilts forward during horizontal flight to enable autorotation, reducing energy consumption, while returning to vertical position for hover and vertical takeoff operations.
2Use of energy by moving object
If a gyroplane uses an unpowered rotor in autorotation to develop lift with forward thrust from a propeller, then operating energy efficiency is improved, but the ability to take off and land vertically deteriorates
Solution Approach 1:
The rotor shaft is designed to be dynamically tiltable between vertical and forward positions. During vertical takeoff and hover, the shaft is positioned vertically to enable the rotor to function like a helicopter rotor. During efficient forward flight, the shaft tilts forward to enable autorotation, combining the energy efficiency of gyroplanes with the vertical flight capability of helicopters.
3Stability of the object's composition
If a gyrocopter uses a rigid rotor head assembly that can teeter totter on the shaft to provide stable flight, then flight stability is improved, but the ability to achieve vertical takeoff deteriorates due to lack of variable pitch rotor
Solution Approach 1:
The rotor head assembly maintains its teetering capability for stability during forward flight, while the entire rotor shaft can tilt vertically. This dynamic configuration allows the rotor to function in both autorotation mode (for stable forward flight) and powered vertical flight mode, combining the stability benefits of teetering rotors with vertical takeoff capability.
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 enables the aircraft to efficiently transition between vertical takeoff and landing, hovering, and forward flight, while maintaining stability and control, thus overcoming the limitations of existing aircraft technologies.
Implementation Method 1
a rotor motor disposed at the upper end of the mast and configured to cause rotation of the rotor in a first direction
Implementation Method 2
a first powered proprotor disposed at a first end of the lateral boom, a second powered proprotor disposed at a second end of the lateral boom opposite the first end
Implementation Method 3
a first proprotor tilt servo configured to control an orientation the first powered proprotor between at least a horizontal tilt angle and a vertical tilt angle, and a second proprotor tilt servo configured to control an orientation of the second powered proprotor
Data Source
AI summary
Aircraft capable of vertical takeoff and landing, hovering, and efficient forward flight are described. An aircraft includes two side mounted tiltable proprotors and a central rotor disposed above the proprotors. The proprotors are tiltable between at least a horizontal position for forward flight and a vertical position for vertical or hovering flight. The central rotor may be powered for vertical and transitional flight modes and may turn by free autorotation during forward flight. The proprotors may be differentially tilted during vertical or hovering flight to counter torque effects of the central rotor. The central rotor may be foldable and/or easily detachable from the aircraft to facilitate storage and transportation. Left and right proprotors may provide both forward thrust and attitude control. Control inputs to left and right proprotors may be connected directly to an autopilot creating closed loop actuation using motor RPM feedback.