VTOL Aircraft Distributed Propulsion Redundancy
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Current VTOL aircraft designs face challenges in achieving redundant and controllable vertical flight while maintaining the speed, range, and payload capacity of fixed-wing aircraft, particularly in scenarios where a propulsion unit fails, leading to loss of thrust and potential loss of the aircraft and occupants.
Innovation Solution
A distributed propulsion system with six rotatable propulsion units, each comprising multiple blades and rods, allowing for continued flight and stability even if one unit fails, by distributing thrust and reducing the reliance on cross-coupled drive shaft systems, and incorporating a unique propeller design with adjustable blade twist for optimal hover and cruise efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a traditional helicopter or VTOL aircraft uses a single propulsion unit or limited redundant units, then the aircraft can achieve vertical flight, but it loses reliability and safety when one propulsion unit fails
Solution Approach 1:
The propulsion system is divided into six independent propulsion units distributed across three wings, each capable of independent operation. This segmentation ensures that the failure of one unit does not compromise the overall system reliability, as the remaining units can continue to provide sufficient thrust for safe flight and landing.
Solution Approach 2:
Each propulsion unit is locally optimized with its own dedicated motor and propeller assembly, allowing independent control and operation. This local quality approach enables the system to maintain balanced thrust distribution even when one unit fails, improving reliability without requiring complex centralized control systems.
2Reliability
If the aircraft uses cross-coupled drive shaft systems to provide redundancy, then it can continue flight after engine failure, but the weight and complexity increase significantly
Solution Approach 1:
The patent removes the complex cross-coupled drive shaft system from the design. Instead of using mechanical linkages to couple propulsion units, the system employs six independent motor-propeller assemblies that can operate autonomously. This extraction of the problematic component reduces weight while maintaining reliability through distributed independence.
Solution Approach 2:
The mechanical cross-coupled drive shaft system is replaced with an electrical/control-based distribution system. Each propulsion unit receives power independently through its own motor, eliminating the need for complex mechanical transmission linkages and reducing overall system weight while maintaining redundancy.
3Adaptability or versatility
If the aircraft uses traditional fixed-wing configuration for forward flight, then it achieves speed and range, but it cannot take off and land vertically without an airport
Solution Approach 1:
The three-wing configuration with six propulsion units provides multi-functionality, enabling the aircraft to operate in both vertical flight mode (for takeoff and landing) and forward flight mode (for cruise). The same propulsion units and wing structure serve dual purposes, achieving versatility without requiring separate systems for different flight modes.
Solution Approach 2:
The propulsion units are designed with adjustable pitch angles that can be dynamically changed during flight. By varying the pitch angle of each propeller, the aircraft can transition between vertical and forward flight modes, providing adaptability without adding complex mechanical transformation mechanisms.
4Weight of moving object
If the aircraft uses light weight turbine engines for vertical flight, then it reduces weight, but fuel efficiency is poor at low altitudes where helicopters operate
Solution Approach 1:
The system uses six smaller propulsion units instead of one or two large engines. Each unit operates at optimal efficiency points, and the collective output provides the necessary thrust for vertical flight while maintaining better fuel efficiency. The distributed architecture allows each engine to operate in its optimal performance range rather than requiring oversized engines.
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 safe and stable continued flight after the loss of any propulsion unit, improves maneuverability, center of gravity range, and reduces susceptibility to Vortex Ring State, while eliminating the need for excessive weight and complexity associated with traditional cross-coupled systems, achieving VTOL flight with the performance of fixed-wing aircraft.
Implementation Method 1
Each propeller also comprise a plurality of rotatable rods, where each of the plurality of rods extends into the hole of a corresponding one of the plurality of blades. The proximal end of each of the plurality of blades is enclosed in or adjacent to the propeller hub and rotatable around the corresponding one of the plurality of rotatable rods.
Implementation Method 2
Each rotatable propulsion unit comprises a propeller and a propeller hub. Moreover, each propeller comprises a plurality of blades, where each of the plurality of blades has a hole along its longitudinal axis.
Data Source
AI summary
A vertical takeoff and landing aircraft having a fuselage with, preferably, three wings and six synchronously tilt-able propulsion units, each one mounted above, below, or on each half of the aforementioned three wings. The propulsion units are oriented vertically for vertical flight and horizontally for forward flight. Each propulsion unit comprises a propeller having a plurality of blades, where the pitch angle associated with the distal end of each blade and the proximal end of each blade are independently adjustable. As such, each of the propellers can be adjusted to exhibit a first blade pitch angle distribution optimized for vertical flight and a second blade pitch angle distribution optimized for forward flight.