Variable Incidence Wing Aircraft Stowage Mode
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Solution Overview
Problem
Existing tiltrotor and tiltwing aircraft face challenges such as increased weight and complexity due to mechanisms for tilting pylons or wings, and difficulty in controlling tiltwing aircraft during hover due to large crosswind surface areas, limiting their forward airspeed and versatility.
Innovation Solution
A variable incidence wing aircraft design with a rotatable wing assembly that pivots between a VTOL orientation and a forward flight orientation, utilizing a distributed thrust array with fixed-angle propulsion assemblies, allowing for efficient conversion between flight modes and reduced complexity, and featuring a wing stowage mode for compact storage.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If tiltrotor or tiltwing mechanisms are used to convert between VTOL and forward flight modes, then forward airspeed is improved, but device complexity and weight increase
Solution Approach 1:
The aircraft uses a distributed thrust array with multiple independent propulsion assemblies (at least two outboard and at least two inboard) that can be independently controlled. Each propulsion assembly has its own rotor and motor, allowing independent control of thrust vectors without requiring complex mechanical tilting mechanisms. This segmentation enables mode conversion through coordinated control rather than mechanical movement.
Solution Approach 2:
The wing assembly is made dynamically adjustable through a variable incidence mechanism that allows the wing to pivot between a VTOL orientation (substantially perpendicular to fuselage) and a forward flight orientation (substantially parallel to fuselage). This dynamic reconfiguration enables the aircraft to transition between flight modes by changing the geometric relationship between the wing and fuselage, eliminating the need for heavy tiltrotor or tiltwing mechanisms.
2Force
If a vertically orientated wing is used for VTOL flight, then vertical lift is provided, but crosswind control becomes difficult due to large surface area
Solution Approach 1:
The wing assembly can dynamically change its orientation relative to the fuselage. During VTOL flight, the wing is positioned in a substantially perpendicular orientation to provide vertical lift. When crosswind conditions are encountered, the wing can be pivoted to a forward flight orientation (substantially parallel to fuselage), reducing the crosswind surface area and improving controllability. This dynamic reconfiguration allows the aircraft to adapt to varying flight conditions.
Solution Approach 2:
The incidence angle of the wing is made variable, allowing it to change between a first incidence angle (greater than zero) for VTOL flight and a second incidence angle (substantially zero) for forward flight. This parameter change enables the wing to optimize its performance for different flight modes, providing vertical lift when needed and reducing crosswind exposure when necessary.
3Device complexity
If the wing is kept in a fixed orientation for simplicity, then device complexity is reduced, but adaptability between flight modes is limited
Solution Approach 1:
The wing assembly incorporates a variable incidence mechanism that allows it to pivot between a VTOL orientation (substantially perpendicular to fuselage) and a forward flight orientation (substantially parallel to fuselage). This dynamic reconfiguration enables the aircraft to transition between flight modes by changing the geometric relationship between the wing and fuselage, eliminating the need for heavy tiltrotor or tiltwing mechanisms.
Solution Approach 2:
The wing assembly serves multiple functions through its dual-orientation capability. In the substantially perpendicular orientation, it provides vertical lift for VTOL flight. In the substantially parallel orientation, it enables forward flight. The distributed thrust array with multiple propulsion assemblies also serves both VTOL and forward flight functions, making the overall system highly adaptable without requiring separate mechanisms for different flight modes.
4Area of stationary object
If the aircraft is designed for compact storage with reduced footprint, then storage capability is improved, but forward thrust generation may be compromised
Solution Approach 1:
The wing assembly can dynamically reconfigure its orientation. During forward flight, the wing is positioned in a substantially parallel orientation to the fuselage, allowing the distributed thrust array to generate maximum forward thrust. When not in use or during storage, the wing can be positioned in a substantially perpendicular orientation, reducing the aircraft's footprint and enabling compact storage. This dynamic reconfiguration allows the aircraft to optimize its configuration for different operational requirements.
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 design enables improved forward airspeed without the complexity of tiltrotor or tiltwing aircraft, with reduced weight and complexity, and allows for efficient wing stowage, enhancing versatility and storage capabilities.
Implementation Method 1
rotors that provide lift and thrust to the aircraft
Implementation Method 2
wings that generate lift responsive to the forward airspeed of the aircraft
Implementation Method 3
forward thrust from one or more jet engines or propellers
Implementation Method 4
The thrust array includes at least two outboard propulsion assemblies and at least two inboard propulsion assemblies. Each of the propulsion assemblies has an axis of rotation that has a fixed angle relative to a chord axis of the wing
Data Source
AI summary
An aircraft includes a fuselage and a wing assembly that is rotatable between a substantially perpendicular orientation relative to the fuselage in flight modes and a substantially parallel orientation relative to the fuselage in a wing stowage mode. The wing assembly includes a wing that is pivotable between forward flight and VTOL orientations by a pivot angle. A distributed thrust array is coupled to the wing that includes outboard and inboard propulsion assemblies, each propulsion assembly having an axis of rotation that has a fixed angle relative to a chord axis of the wing. In a VTOL flight mode, the axis of rotation of each propulsion assembly is substantially vertical and the wing is in the VTOL orientation. In a forward flight mode, the wing is in the forward flight orientation and the axis of rotation of each propulsion assembly is tilted forward from the vertical by the pivot angle.