VTOL Aircraft With Fixed Lift Rotors And Tiltable Proprotors
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Solution Overview
Problem
Existing VTOL aircraft with separate lift and propulsion systems are heavy and have high drag, while those with tiltable systems are limited in rotor positioning and often require larger rotors.
Innovation Solution
Aircraft design with fixed rotors for lift and tiltable proprotors for both lift and propulsion, mounted on wings, allowing for a balanced propulsion system that is lighter and reduces drag, with rotors and proprotors positioned to avoid blade interference and minimize damage risk.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If separate lift and propulsion systems are used, then vertical thrust and forward thrust can be provided independently, but the aircraft becomes heavy and has high drag
Solution Approach 1:
The patent applies multi-functionality by designing proprotors that can serve dual purposes: providing vertical lift during takeoff and landing, and providing forward thrust during cruise flight. This eliminates the need for separate dedicated propulsion systems, thereby reducing aircraft weight while maintaining the ability to perform both vertical and forward thrust functions.
Solution Approach 2:
The patent merges the lift propulsion and forward propulsion functions into a single integrated propulsion system with tiltable proprotors. By combining what were previously separate systems (dedicated lift propulsion and dedicated forward propulsion), the design reduces overall system weight and complexity while achieving the desired thrust capabilities through configuration changes rather than adding separate components.
2Adaptability or versatility
If separate lift and propulsion systems are used, then vertical thrust and forward thrust can be provided independently, but the aircraft has high drag
Solution Approach 1:
The proprotors are designed to perform multiple functions through tilting: during takeoff and landing they provide vertical lift, and during cruise they provide forward thrust. This multi-functional design eliminates the need for separate propulsion systems that would create additional drag, thereby reducing overall aerodynamic drag while maintaining thrust capability.
Solution Approach 2:
The patent employs dynamic tilting of the proprotors to adapt their function based on flight phase. The proprotors can tilt between vertical and forward orientations, allowing the same physical component to serve different propulsion needs without requiring separate static systems. This dynamic reconfiguration reduces drag compared to having multiple dedicated systems that would be active simultaneously.
3Device complexity
If tiltable propulsion systems are used, then a single system can provide both lift and forward thrust, but rotor positioning is limited and larger rotors are required
Solution Approach 1:
The patent segments the propulsion system into multiple independent proprotors mounted at different locations on the aircraft structure. This segmentation allows each proprotor to be positioned optimally for its specific function while maintaining the ability to tilt for different flight phases. The distributed arrangement provides positioning flexibility without requiring a single large rotor.
Solution Approach 2:
The patent applies local quality by positioning proprotors at specific locations on the aircraft where they can most effectively provide thrust. Each proprotor is located to optimize its contribution to either vertical lift or forward thrust depending on its tilt angle, allowing flexible rotor positioning that adapts to different flight requirements without compromising performance.
4Productivity
If multiple rotors and proprotors are mounted on wings, then lift and propulsion can be provided, but blade interference and damage risk increase
Solution Approach 1:
The patent employs asymmetric positioning of rotors and proprotors on the aircraft structure. By offsetting the mounting locations and orientations of the rotating components, the design prevents blade interference between adjacent rotors and proprotors during operation. This asymmetric arrangement maintains sufficient clearance between blades while still providing the necessary thrust generation capability.
Solution Approach 2:
The patent incorporates safety features that prevent blade interference and minimize damage risk before it can occur. Through careful design of the mounting positions, tilt mechanisms, and blade geometry, the system preemptively eliminates conditions that could lead to blade collision or excessive vibration, thereby reducing damage risk while maintaining productivity.
Data Source
AI summary
A vertical take-off and landing aircraft includes a fuselage, at least one wing connected to the fuselage, a plurality of rotors connected to the at least one wing for providing lift for vertical take-off and landing of the aircraft and a plurality of proprotors connected to the at least one wing and tiltable between lift configurations for providing lift for vertical take-off and landing of the aircraft and propulsion configurations for providing forward thrust to the aircraft.