Adaptive VTOL Propulsion With Ejector-Nozzle Mode Switching
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Solution Overview
Problem
Designing a propulsion system for Vertical Take-off and Landing (VTOL) aircraft that is efficient in both hover and cruise conditions while minimizing weight and complexity, as existing systems either compromise lift or cruise capabilities or require large, complex architectures.
Innovation Solution
A fluidic propulsion system (FPS) using a fan or compressor driven by a gas turbine or electric motor, with swiveling thrust augmentation elements that transition between vertical and horizontal positions, allowing efficient thrust augmentation and switching between hover and cruise modes without rotating parts.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If separate propulsion systems are used for lift and cruise, then VTOL and cruise capabilities are achieved, but weight and device complexity increase
Solution Approach 1:
The patent applies universality by designing a single propulsion system that performs both VTOL and cruise functions. The tiltrotor mechanism allows the same propulsion units to operate in different configurations: vertically oriented for hover/TIOL and horizontally oriented for forward flight, eliminating the need for separate lift and cruise propulsion systems
Solution Approach 2:
The patent applies dynamics through the tiltrotor mechanism that enables continuous rotation of the propulsion units from vertical to horizontal positions. This dynamic reconfiguration allows the system to adapt its thrust vector orientation based on flight phase, transitioning smoothly between hover and forward flight modes using the same physical components
2Force
If large engines are used for VTOL, then sufficient thrust is produced, but engine size and weight increase
Solution Approach 1:
The patent applies segmentation by dividing the total thrust requirement into multiple smaller propulsion units distributed across the aircraft. Instead of one large engine, multiple tiltrotor units each produce a portion of the total thrust, allowing the aircraft to achieve required force while keeping individual engine sizes and weights reduced
3Adaptability or versatility
If tiltrotor mechanism is used, then VTOL capability is achieved, but device complexity and vibration increase
Solution Approach 1:
The patent applies merging by combining the rotor and propeller functions into a single integrated tiltrotor unit. The same propulsion unit that generates thrust in forward flight also provides vertical lift when tilted, eliminating the need for separate rotor and propeller systems and reducing overall device complexity despite the added tilt mechanism
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 high-speed flight with reduced fuel consumption and weight, maintaining efficient thrust across flight phases by minimizing moving parts and complexity, and allowing for seamless transitions between vertical take-off and cruise operations.
Implementation Method 1
A fluidic propulsion system (FPS) using a fan or compressor driven by a gas turbine or electric motor
Implementation Method 2
swiveling thrust augmentation elements that transition between vertical and horizontal positions, allowing efficient thrust augmentation and switching between hover and cruise modes
Data Source
AI summary
A propulsion system for an aircraft includes a plenum having an intake port and an output port. A fan is coupled to a motor configured to power the fan, and the powered fan is configured to compress ambient air entering the intake port. One or more ejectors are fluidically coupled to the plenum via one or more valves. A nozzle is disposed within the output port and includes a set of vanes. The system operates in a first configuration in which the nozzle vanes are closed and the compressed ambient air exits the plenum only through the one or more valves into the one or more ejectors. The system operates in a second configuration in which the one or more valves are closed, the nozzle vanes are open and the compressed ambient air exits the plenum only through the output port.