Tri-wing Aircraft Triaxial Dynamic Thrust Matrix
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Solution Overview
Problem
Current aircraft designs, such as fixed-wing, helicopters, and tiltrotor aircraft, face limitations in transitioning between vertical takeoff and landing (VTOL) and forward flight modes, particularly in terms of efficiency, control complexity, and runway requirements, which restrict their versatility and operational range.
Innovation Solution
A tri-wing aircraft with a distributed propulsion system featuring cross-flow fans within chordwise channels of airfoil wings, allowing for independent control of thrust magnitude and vector, enabling a triaxial dynamic thrust matrix that facilitates smooth transitions between VTOL and forward flight modes, maintains stable hover, and enhances endurance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If fixed-wing aircraft use wings to generate lift through forward airspeed, then flight capability is achieved, but runway length requirements increase significantly
Solution Approach 1:
The aircraft divides the propulsion function into multiple independent propulsion assemblies distributed across the wings, each capable of independent thrust vectoring. This segmentation allows the aircraft to generate vertical thrust for takeoff and landing without requiring long runways, while maintaining forward flight capability through coordinated operation of the distributed propulsion units.
Solution Approach 2:
The propulsion assemblies are designed with dynamic thrust vectoring capability, allowing the thrust direction to be adjusted in real-time. This dynamic adjustment enables the aircraft to transition between vertical takeoff/landing modes and forward flight modes, eliminating the need for long runways while maintaining flight performance.
2Length of stationary object
If VTOL aircraft use helicopters with rotors for vertical takeoff and landing, then runway requirements are eliminated, but forward airspeed capability is reduced
Solution Approach 1:
The distributed propulsion assemblies serve multiple functions: they can generate vertical thrust for takeoff and landing, provide forward thrust for horizontal flight, and enable hover capability. This multi-functionality allows the aircraft to achieve both VTOL operations and high forward airspeed, unlike traditional helicopters that are optimized for vertical flight.
Solution Approach 2:
The propulsion assemblies feature dynamic thrust vectoring that can be adjusted independently in real-time. This allows the aircraft to optimize thrust direction for different flight phases - vertical thrust for takeoff/landing, forward thrust for high-speed flight, and coordinated thrust patterns for hover - thereby achieving both VTOL capability and high forward airspeed.
3Adaptability or versatility
If tiltrotor aircraft use proprotors with rotating nacelles for VTOL and forward flight, then both vertical lift and forward speed are achieved, but downwash inefficiencies occur during vertical takeoff and landing
Solution Approach 1:
The single rotating proprotor system is segmented into multiple independent propulsion assemblies distributed across the wings. Each assembly independently generates thrust without interfering with others, eliminating the downwash inefficiencies caused by the large rotating proprotor in tiltrotor aircraft while maintaining the ability to transition between vertical and forward flight modes.
4Loss of energy
If tiltwing aircraft use a rotatable wing for forward flight and vertical takeoff, then vertical thrust efficiency is improved, but control complexity increases during hover
Solution Approach 1:
The control function is segmented and distributed to multiple independent propulsion assemblies, each with its own thrust control. This distributed control architecture simplifies hover control compared to tiltwing aircraft, as each propulsion unit can be independently adjusted to maintain stability without requiring complex cyclic rotor control or additional thrust stations.
Solution Approach 2:
The propulsion assemblies provide dynamic and independent thrust control, allowing real-time adjustment of each unit's thrust magnitude and direction. This dynamic control capability simplifies the control system during hover, as the distributed propulsion units can independently compensate for disturbances without requiring the complex control mechanisms needed by tiltwing aircraft with large vertical wing surfaces.
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 tri-wing aircraft achieves efficient VTOL and forward flight operations with improved control and endurance by utilizing a triaxial dynamic thrust matrix, reducing the need for runways and enhancing maneuverability and range.
Implementation Method 1
cross-flow fans within chordwise channels of airfoil wings
Implementation Method 2
independent control of thrust magnitude and vector, enabling a triaxial dynamic thrust matrix
Data Source
AI summary
A tri-wing aircraft includes a fuselage having a longitudinally extending fuselage axis. Three wings extend generally radially outwardly from the fuselage axis and are circumferentially distributed generally uniformly about the fuselage at approximately 120-degree intervals. The wings have airfoil cross-sections including first and second surfaces having chordwise channels therebetween. A distributed propulsion system includes a plurality of propulsion assemblies. Each propulsion assembly includes a variable thrust cross-flow fan disposed within one of the chordwise channels of one of the wings. At least two variable thrust cross-flow fans are disposed within the chordwise channels of each of the wings. A flight control system is operably associated with the distributed propulsion system such that the flight control system and the distributed propulsion system are operable to generate a triaxial dynamic thrust matrix.