Vertical Take-Off Aircraft With Independent Thrust Vector Control
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Solution Overview
Problem
Existing aircraft designs for vertical take-off and landing, such as helicopters and convertiplanes, are complex and costly, lacking simplicity and efficiency in achieving high cruising speeds and medium to long-range flight capabilities.
Innovation Solution
Aircraft design with independently adjustable thrust vectors generated by rotors positioned on opposite sides of the fuselage, allowing for vertical take-off and landing, hovering, and forward flight without the need for engine tilting, using a control system to manage thrust direction and modulus.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If engines are tilted to transition between helicopter and aeroplane configurations, then vertical take-off and landing capability is achieved, but device complexity increases
Solution Approach 1:
The aircraft is divided into multiple independent rotor units (typically three or more) distributed around the fuselage. Each rotor can be independently controlled in terms of rotation speed and tilt angle, allowing the system to achieve vertical take-off, forward flight, and hovering without requiring complex mechanical linkages between engines. This segmentation simplifies the overall transition mechanism while maintaining versatility.
Solution Approach 2:
The rotor units are designed with dynamic tilt mechanisms that allow each rotor to adjust its orientation relative to the fuselage. Instead of rigid fixed-position engines, the rotors can dynamically change their tilt angles during flight transitions. This dynamic adjustment capability enables smooth transitions between vertical and horizontal flight modes while reducing the mechanical complexity compared to traditional convertiplane designs.
2Adaptability or versatility
If multiple rotors with independent thrust control are used, then flight maneuverability is improved, but device complexity increases
Solution Approach 1:
Each rotor unit serves multiple functions simultaneously: it provides vertical lift, forward thrust, and contributes to roll, pitch, and yaw control. By making each rotor multi-functional, the system achieves high flight maneuverability without requiring separate dedicated control surfaces or mechanisms for each function, thereby reducing overall system complexity.
Solution Approach 2:
The control system incorporates feedback mechanisms that continuously monitor the thrust output and orientation of each rotor unit. This feedback allows the flight control computer to automatically adjust rotor speeds and tilt angles to maintain stable flight and execute precise maneuvers. The feedback control reduces the burden on the pilot and simplifies the operational complexity of managing multiple independent rotors.
3Adaptability or versatility
If orientable exhaust nozzles are used to direct thrust, then vertical take-off and landing is achieved, but device complexity and cost increase
Solution Approach 1:
Instead of using complex mechanical orientable exhaust nozzles found in traditional VTOL aircraft, the invention replaces this mechanical thrust vectoring system with independently controlled rotor units. Each rotor's thrust direction is controlled by adjusting its tilt angle and rotation speed rather than mechanically redirecting exhaust flow. This substitution eliminates the need for complex nozzle mechanisms while achieving the same VTOL 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
Enables efficient vertical take-off and landing with reduced complexity and cost, while maintaining high cruising speeds and flexibility in flight maneuvers.
Implementation Method 1
Each rotor (6a, 6b, 6c, 6d, 6e, 6f) generates a thrust (T1, T2, T3, T4, T5, T6) whose direction is parallel to a respective rotation axis (E, F, G, H, I, J)
Data Source
AI summary
An aircraft capable of vertical take-off and landing, comprising a first propulsion unit configured to generate a first thrust directed along a first axis; a second propulsion unit configured to generate a second thrust directed along a second axis; the first propulsion unit and the second propulsion unit can be operated independently of one another; the first axis and second axis are inclined to one another with respect to a first longitudinal direction of the aircraft; the first axis and the second axis are fixed with respect to the aircraft.