VTOL Aircraft Distributed Thrust Array for External Load Stability
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Solution Overview
Problem
Current aircraft designs face challenges in transitioning efficiently between thrust-borne lift in VTOL orientation and wing-borne lift in biplane orientation, particularly in maintaining hover stability and efficiently managing external loads during flight.
Innovation Solution
The aircraft features a two-dimensional distributed thrust array with omnidirectional thrust vectoring propulsion assemblies and a cargo hook module, allowing for independent control of propulsion assemblies and external load operations, enabling seamless transitions between VTOL and biplane orientations while maintaining stability and efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If tiltrotor aircraft use fixed wing during vertical takeoff and landing, then forward thrust is provided, but downwash inefficiencies occur due to interference from the fixed wing
Solution Approach 1:
The invention removes the fixed wing from the vertical flight path by positioning it horizontally during VTOL operations, extracting the source of downwash interference. The proprotors are positioned to operate independently above the wing, eliminating the energy loss caused by wing interference with the rotor downwash during vertical takeoff and landing.
2Power
If tiltwing aircraft use vertically tilted wing for VTOL, then vertical thrust efficiency is improved, but hover control becomes more difficult due to large surface area exposed to crosswinds
Solution Approach 1:
The invention segments the lift-generating function between the proprotors (for vertical thrust) and the fixed wing (for forward flight lift). The wing remains horizontal and stationary during VTOL, while the proprotors provide all vertical thrust, eliminating the control difficulties associated with a vertically tilted wing exposed to crosswinds.
3Adaptability or versatility
If aircraft transitions between VTOL and biplane orientations, then versatility is improved, but transition efficiency and stability maintenance become challenging
Solution Approach 1:
The invention employs dynamically controllable proprotors that can rotate between horizontal and vertical planes, enabling smooth transitions between VTOL and biplane orientations. The independent control of each proprotor allows for stable transition maneuvers by adjusting thrust vectors during the rotation process, improving transition efficiency and stability maintenance.
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 allows for stable hover and efficient transitions between VTOL and biplane orientations, enhancing the aircraft's versatility and capability to handle external loads, thereby improving its operational efficiency and flexibility.
Implementation Method 1
a plurality of outboard propulsion assemblies coupled to the first and second outboard nacelle stations of the first and second wings
Implementation Method 2
the flight control system is operable to independently control each of the propulsion assemblies. In the VTOL orientation, the flight control system may be operable to translate the aircraft responsive to controlling the speed and the thrust vector of each of the outboard propulsion assemblies
Implementation Method 3
A cargo hook module is coupled to the airframe. The cargo hook module is operable for external load operations
Data Source
AI summary
An aircraft operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a biplane orientation. The aircraft includes an airframe having first and second wings with first and second pylons extending therebetween. The first and second wings each having first and second outboard nacelle stations. A two-dimensional distributed thrust array is attached to the airframe. The thrust array including a plurality of outboard propulsion assemblies coupled to the first and second outboard nacelle stations of the first and second wings. A flight control system is coupled to the airframe and is operable to independently control each of the propulsion assemblies. A cargo hook module is coupled to the airframe. The cargo hook module is operable for external load operations.