VTOL Aircraft with Distributed Propulsion and Modular Fuselage
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Solution Overview
Problem
Current vertical takeoff and landing (VTOL) aircraft lack the range and speed of traditional aircraft and are often single-purpose designs with limited payload distribution, requiring a solution that enables transition between vertical hover and horizontal flight while supporting modular fuselage sections for enhanced functionality.
Innovation Solution
A distributed airframe aircraft with a modular fuselage and circular wing configuration, utilizing a distributed propulsion system with propellers along the leading edge for lift in vertical takeoff and landing, and transitioning to horizontal flight without reconfiguration, featuring variable speed constant pitch propellers and eliminating the need for gearboxes and rotor cyclic control.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Stability of the object's composition
If tail sitter or pogo configurations are used for VTOL aircraft, then stability is improved, but range and speed are reduced
Solution Approach 1:
The aircraft employs a dynamic configuration that transitions from a vertical tail-sitter stance during hover to a horizontal airplane mode during forward flight. The distributed propulsion system dynamically adjusts thrust vectoring to maintain stability across flight regimes, while the airframe orientation changes to optimize speed during horizontal flight, resolving the contradiction between stability and speed
2Stability of the object's composition
If tail sitter or pogo configurations are used for VTOL aircraft, then stability is improved, but range is reduced
Solution Approach 1:
The aircraft transitions dynamically between vertical hover configuration and horizontal airplane mode configuration. During long-range cruise, the horizontal configuration reduces drag and improves aerodynamic efficiency, extending range while maintaining stability through the distributed propulsion system's coordinated thrust control
Solution Approach 2:
The distributed propulsion system serves multiple functions: providing lift during vertical hover, enabling transition between flight modes, and providing thrust during horizontal flight. This multi-functionality allows the aircraft to achieve both stability during hover and extended range during horizontal flight without requiring separate specialized systems
3Ease of operation
If traditional VTOL configurations are used, then single purpose operation is achieved, but adaptability and versatility are reduced
Solution Approach 1:
The aircraft is designed as a multi-purpose platform that can operate in vertical hover mode, transition to horizontal airplane mode, and carry various payload configurations. The distributed propulsion system and modular fuselage enable the same airframe to perform multiple missions including cargo transport, passenger transport, and aerial refueling, achieving high adaptability while maintaining ease of operation through standardized control systems
4Device complexity
If payload is carried only within center or suspended beneath aircraft, then structural simplicity is maintained, but adaptability and functionality are reduced
Solution Approach 1:
The fuselage is divided into modular sections that can be independently configured and attached to different parts of the airframe. This segmentation allows payloads to be distributed across multiple locations including within the fuselage, on external hardpoints, and on modular attachments, enhancing functionality while maintaining relatively simple structural connections through standardized interfaces
5Force
If distributed propulsion system with propellers along leading edge is used, then lift in vertical takeoff is improved, but device complexity increases
Solution Approach 1:
The propulsion system merges the functions of lift generation and thrust production into a single distributed array of propellers along the leading edge. During vertical takeoff, all propellers generate lift collectively, eliminating the need for separate lift and thrust systems. During horizontal flight, the same propellers provide thrust while the wings generate lift, reducing overall system complexity despite the distributed configuration
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 achieves long-range, high-speed flight capabilities without increased complexity or cost, providing stability and safety through symmetric matrix distribution of propellers, minimizing drag, and allowing for noise reduction and structural efficiency.
Implementation Method 1
three or more propellers proximate to a leading edge of the distributed airframe and operably connected to the one or more engines to provide lift whenever the aircraft is in vertical takeoff and landing
Implementation Method 2
transitioning to horizontal flight without reconfiguration
Data Source
Figure 1A
Figure 1B
Figure 1C
AI summary
VERTICAL TAKE OFF AND LANDING CLOSED WING AIRCRAFT An aircraft (100) capable of vertical takeoff and landing, stationary flight and forward flight includes a closed wing (102) that provides lift whenever the aircraft (100) is in forward flight, a fuselage (104) at least partially disposed within a perimeter of the closed wing (102), and one or more spokes (106) coupling the closed wing (102) to the fuselage (104). The fuselage (104) can have a rear module substantially disposed within a perimeter of the distributed airframe (1002, Figure 11), and a front module removably connected to the rear module and substantially aligned with the longitudinal axis. One or more engines or motors (132) are disposed within or attached to the closed wing (102), fuselage (104) or spokes (106). Three or more propellers (120) are proximate to a leading edge of the closed wing (102) or the one or more spokes (106), distributed along the closed wing (102) or the one or more spokes (106), and operably connected to the one or more engines or motors (132). The propellers (120) provide lift whenever the aircraft (100) is in vertical takeoff and landing and stationary flight, and provide thrust whenever the aircraft (100) is in forward flight.