VTOL Aircraft Propulsion Segmentation for Drag Reduction
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Current VTOL aircraft designs face challenges in aerodynamics during horizontal flight, power consumption in vertical flight, and overall weight savings, with tilting mechanisms being mechanically strained and risky, and existing configurations inefficiently using propulsion units.
Innovation Solution
A VTOL aircraft design featuring a fuselage with two fixed wings, eight propulsion units (four tilting and four non-tilting) arranged across quadrants, with tilting units having variable pitch propellers, and a smaller second wing, optimized for electric motor operation to enhance efficiency and redundancy.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If tilting mechanisms are used for propulsion units, then vertical takeoff and landing capability is achieved, but mechanical strain and reliability risk increase significantly
Solution Approach 1:
The propulsion system is segmented into two independent groups: tilting propulsion units (for vertical flight) and non-tilting propulsion units (for horizontal flight). This segmentation allows each group to perform its dedicated function without mechanical strain from mode transitions, eliminating the reliability risks associated with tilting mechanisms while maintaining VTOL capability.
Solution Approach 2:
Both tilting and non-tilting propulsion units contribute to both vertical and horizontal flight modes through coordinated operation. The non-tilting units provide continuous thrust for horizontal flight, while tilting units provide vertical lift, creating a universal propulsion system that handles all flight phases without mechanical tilting strain.
2Productivity
If multiple propulsion units are distributed across wings, then aerodynamic efficiency and redundancy improve, but device complexity increases
Solution Approach 1:
Different propulsion units are assigned different functions based on their location: tilting units are positioned where vertical lift is needed, while non-tilting units are positioned for optimal horizontal thrust. This local differentiation optimizes aerodynamic efficiency for each position while maintaining manageable system complexity through functional specialization.
Solution Approach 2:
The system dynamically adjusts the contribution of each propulsion unit group based on flight mode. During vertical flight, tilting units provide primary lift; during horizontal flight, non-tilting units provide primary thrust. This dynamic allocation improves overall efficiency while keeping control logic relatively simple through mode-based switching.
3Power
If propeller blades are made longer for vertical flight, then lift generation improves, but drag increases during horizontal flight
Solution Approach 1:
The propulsion system uses different propeller configurations in different locations: longer propeller blades on tilting units for optimal vertical lift generation, and shorter propeller blades on non-tilting units for reduced drag during horizontal flight. This local optimization resolves the contradiction between lift generation and drag reduction.
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 design achieves improved aerodynamics, reduced power consumption, weight savings, and increased safety through balanced propulsion unit distribution and variable pitch control, resulting in lower drag coefficients and enhanced operational efficiency.
Implementation Method 1
each propulsion unit is provided with propeller blades
Implementation Method 2
The propeller blades forwards of the first wing are at least 10 % longer than the propeller blades on the second wing and/or behind the first wing
Implementation Method 3
the propeller blades of the tilting propulsion units have variable pitch
Data Source
Figure 1~2
Figure 3~4
AI summary
The invention provides a vertical takeoff and landing aircraft having a fuselage (1) ending with a tail (11), a first wing (2) fixedly attached to the fuselage (1), a second wing (3) fixedly attached to the fuselage (1) and located between the first wing (2) and the tail (11), wherein the first wing (2) is provided with four tilting propulsion units (21) forwards of the first wing and attached to the first wing; wherein the second wing (3) is provided with four tilting propulsion units (31) forwards of the second wing and attached to the second wing; or the second wing (3) is provided with two tilting propulsion units (311) forwards of the second wing and attached to the second wing, and additional two non-tilting propulsion units (312) are provided behind the first wing; wherein each propulsion unit is provided with propeller blades and wherein the propeller blades forwards of the first wing are at least 10 % longer than the propeller blades on the second wing and/or behind the first wing; and wherein the propeller blades of the tilting propulsion units have variable pitch.