Variable Geometry Aircraft Morphing LTA to HTA Configurations
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Current aircraft technologies face limitations in converting between lighter-than-air (LTA) and heavier-than-air (HTA) configurations efficiently, lacking a simple, moveable internal structure to achieve both indefinite mission durations and high-speed capabilities.
Innovation Solution
A variable geometry aircraft design featuring a flexible envelope, adjustable longerons, and length-adjusting slack managers, allowing for seamless conversion between LTA and HTA configurations, with a base structure including a central core, outriggers, and propulsion systems for extended flight durations and high-speed dashes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If an aircraft uses a flexible envelope with moveable internal structure to convert between LTA and HTA configurations, then adaptability is improved, but device complexity increases
Solution Approach 1:
The patent applies dynamics by making the internal structure moveable rather than fixed. The longerons can pivot between different positions to transform the aircraft configuration from LTA to HTA and vice versa. This dynamic capability allows the same structure to serve multiple functions without requiring separate fixed structures for each mode.
Solution Approach 2:
The moveable longerons serve multiple functions: they provide structural support in both LTA and HTA configurations, enable configuration transformation, and can be positioned to create different aerodynamic shapes. This multi-functionality reduces the need for separate dedicated structures for each operating mode.
2Duration of action of moving object
If an LTA aircraft uses a large gasbag to maintain buoyancy, then duration of action is improved, but speed deteriorates due to large drag characteristics
Solution Approach 1:
The aircraft can dynamically change its configuration from a large, buoyant LTA shape optimized for long duration to a streamlined HTA shape optimized for high speed. The moveable longerons allow the envelope to be reshaped, reducing drag when speed is required while maintaining the capability for long-duration buoyant flight when needed.
Solution Approach 2:
The aircraft changes its physical parameters by altering its shape and configuration. In LTA mode, it maintains a large volume for buoyancy; in HTA mode, it transforms to a more compact, aerodynamic shape. This parameter change allows optimization for either duration or speed depending on mission requirements.
3Speed
If an HTA aircraft uses a fixed wing structure to achieve high-speed flight, then speed is improved, but duration of action deteriorates due to limited power source duration
Solution Approach 1:
The aircraft combines the capabilities of both LTA and HTA designs in a single universal platform. It can operate as a high-speed HTA aircraft when power is available, or transition to an indefinite-duration LTA aircraft when buoyancy is maintained, providing versatility across different mission profiles and duration requirements.
Solution Approach 2:
The aircraft can dynamically switch between powered HTA flight for high-speed missions and buoyant LTA flight for extended duration missions. The moveable structure enables this transition, allowing the aircraft to adapt its flight characteristics to match mission requirements rather than being limited to a single mode.
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 aircraft to maintain altitude indefinitely in LTA mode and achieve high-speed dashes exceeding 200 km/hr, while being portable, silent, and cost-effective, with a unique structure allowing operation even if the gas envelope is penetrated.
Implementation Method 1
LTA aircrafts use low-density gas, such as helium or hydrogen to float in higher density air. These aircrafts usually employ one or more gasbags filled with low-density gas to create a buoyancy force that offsets the weight of the aircraft.
Implementation Method 2
HTA aircrafts use Newton's third law and Bernoulli's principle to achieve flight. These aircrafts are generally fixed wing or rotor wing aircraft. In either case, part or parts of the structure (e.g., wing, rotors, propellers, fuselage, and control surfaces) have a characteristic shape called an airfoil.
Implementation Method 3
HTA aircrafts use Newton's third law and Bernoulli's principle to achieve flight. Airfoils are generally asymmetric in cross-section with the upper surface having a greater length than the lower surface. This causes air moving across the upper surface to travel faster than the air traveling across the lower surface causing a pressure decrease on the upper surface resulting in lift.
Implementation Method 4
HTA aircrafts use Newton's third law and Bernoulli's principle to achieve flight. Lift can also be achieved/altered by altering the angle of attack (AoA) of an airfoil relative to the oncoming airflow. Increased AoA causes mass deflection resulting in lift (Newton's third law).
Data Source
AI summary
The present invention is a variable geometry aircraft that is capable of morphing its shape from a symmetric cross-section buoyant craft to an asymmetric lifting body and even to a symmetric zero lift configuration. The aircraft may include variable span, length, and camber. The variability of the structure and the flexible envelope allows the aircraft to adjust its aspect ratio along with the camber of the upper and/or lower surfaces to achieve varying shapes. This transformation changes both the lift and drag characteristics of the craft and may be accomplished while the craft is airborne.