VTOL Multirotor Aircraft Segmented Thrust Sub-assemblies
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Solution Overview
Problem
Conventional VTOL multirotor aircraft designs face inefficiencies in both hover and cruise operations due to rigidly attached or tiltable thrust producing units, leading to high power consumption, performance limitations, and safety concerns, particularly in transforming between flight states.
Innovation Solution
A VTOL multirotor aircraft with at least eight thrust producing units, divided into two sub-assemblies, where four units are operable independently, and two are non-tiltably connected for lift during take-off and landing, with additional units inclined for low-speed cruise and tiltably connected for high-speed cruise, combined with aerodynamically designed shroudings to reduce drag and enhance efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If thrust producing units are rigidly attached to the airframe, then the aircraft can maintain stable hover, but power consumption increases and transformation to cruise operation becomes inefficient
Solution Approach 1:
The aircraft divides its eight thrust producing units into two independent sub-assemblies of four units each. This segmentation allows independent operation of sub-assemblies, enabling efficient configuration changes between hover and cruise modes without requiring all units to operate suboptimally, thus reducing overall power consumption while maintaining hover stability.
Solution Approach 2:
The aircraft employs tiltable thrust producing units that can dynamically adjust their orientation. During hover, units are positioned vertically for optimal lift generation. During cruise transformation, units tilt to align with the forward flight direction, maintaining aerodynamic efficiency across different flight phases and reducing power consumption compared to rigid attachments.
2Productivity
If thrust producing units are designed for specific flight conditions, then efficiency in those conditions improves, but performance in other conditions deteriorates
Solution Approach 1:
The aircraft designs thrust producing units that serve multiple functions across different flight conditions. Each unit can operate effectively in both hover (vertical thrust) and cruise (inclined thrust) modes through tiltable mounting. The two sub-assemblies can operate independently or together, providing versatile performance across the full range of flight conditions without sacrificing efficiency in any specific mode.
Solution Approach 2:
The aircraft changes the operational parameters of thrust producing units based on flight conditions. During hover, all eight units operate vertically at high power. During cruise transformation, units tilt to inclined positions and power distribution is optimized. This dynamic parameter adjustment allows each unit to maintain high efficiency across varying flight conditions rather than being optimized for a single mode.
3Adaptability or versatility
If the aircraft transforms between hover and cruise operations, then operational versatility improves, but safety concerns increase due to load and interference effects
Solution Approach 1:
By dividing the eight thrust producing units into two independent sub-assemblies of four units each, the aircraft can perform transformations more safely. During hover-to-cruise transformation, one sub-assembly can be gradually tilted while the other maintains hover stability, distributing the transformation loads and reducing interference effects between units. This segmentation provides redundancy and control during critical transformation phases.
Solution Approach 2:
The tiltable mounting of thrust producing units enables controlled dynamic transformation between hover and cruise modes. The units can be tilted in a staged manner, with the control system adjusting thrust distribution to compensate for changing load conditions. This dynamic adjustment reduces sudden load shifts and interference effects, improving safety during transformation compared to fixed-configuration aircraft.
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 improves efficiency and reduces power consumption, enabling smooth transformation between hover and cruise operations while maintaining safety and adaptability across a wide range of flight velocities, and is suitable for passenger transportation with reduced noise and maintenance costs.
Implementation Method 1
at least two thrust producing units of the first thrust producing units sub-assembly and at least two thrust producing units of the second thrust producing units sub-assembly are arranged in an intersection zone of the first and second thrust producing units sub-assemblies and are non-tiltably connected to the airframe for generating lift at least during vertical taking-off and landing
Implementation Method 2
at least two thrust producing units of the second thrust producing units sub-assembly are inclined by a predetermined inclination angle, which is illustratively referred to as the angle (3, with respect to a longitudinal direction of the aircraft and are non-tiltably connected to the airframe for generating forward thrust at least during low-speed cruise operation
Data Source
AI summary
A vertical take-off and landing multirotor aircraft with an airframe and at least eight thrust producing units, each one of the at least eight thrust producing units being provided for producing thrust in an associated predetermined thrust direction, wherein at least four thrust producing units of the at least eight trust producing units form a first thrust producing units sub-assembly, and at least four other thrust producing units of the at least eight thrust producing units form a second thrust producing units sub-assembly, the first thrust producing units sub-assembly being operable independent of the second thrust producing units sub-assembly.