Spatial Airframe and Distributed Propulsion for VTOL Aircraft
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Solution Overview
Problem
Existing vertical take-off and landing (VTOL) aircraft, such as flying hoverbikes, face issues with structural rigidity due to flat-type beams, leading to resonance oscillations and fatigue, and have unreliable propulsion systems where engine failures cause crashes, especially at low altitudes, and lack maintainability and cost-effectiveness.
Innovation Solution
A multicopter VTOL aircraft design with a spatial airframe consisting of a central section and peripheral sections, each with multiple interconnected engine compartments, featuring independent electric or pneumatic engines, redundant power sources, and a distributed control system for fail-safe operation, allowing for easy maintenance and space-saving folding.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of manufacture
If a flat-type beam airframe is used, then the structure is simpler and easier to manufacture, but it does not provide sufficient structural rigidity leading to resonance oscillations and fatigue defects
Solution Approach 1:
The patent transitions from a flat-type beam airframe to a spatial tubular structure with curved elements. The tubular design provides inherent structural rigidity while maintaining manufacturing feasibility through standardized tube components and modular assembly, resolving the contradiction between structural strength and ease of manufacture.
Solution Approach 2:
The invention moves from a two-dimensional flat beam structure to a three-dimensional spatial tubular configuration. This dimensional transition adds structural complexity that enhances rigidity and resistance to oscillations while allowing modular construction that preserves manufacturing simplicity.
2Device complexity
If a single engine drives multiple propellers, then the propulsion system is simpler, but engine failure causes the vehicle to crash with no redundancy
Solution Approach 1:
The patent divides the propulsion system into multiple independent engine-propeller units rather than having a single engine drive all propellers. Each unit operates autonomously, so failure of one unit does not compromise the entire system, thereby enhancing reliability while maintaining manageable complexity through standardized modular units.
Solution Approach 2:
The design incorporates redundant engine-propeller units that serve as backup systems before failure occurs. This beforehand cushioning ensures that if one engine fails, other engines can compensate and maintain safe operation, preventing crashes and enhancing flight safety.
3Force
If heavy large-diameter propellers are used, then thrust capability is improved, but they cannot be stopped quickly in emergency situations
Solution Approach 1:
The patent divides the total thrust requirement across multiple smaller propellers rather than using one or two heavy large-diameter propellers. These smaller propellers have lower rotational inertia and can be stopped quickly in emergencies while collectively providing sufficient thrust capability through their combined output.
Solution Approach 2:
The invention changes the parameters of the propellers from heavy large-diameter to lighter smaller-diameter units. This parameter change reduces rotational inertia and stopping time while maintaining adequate thrust through increased number of propellers, resolving the contradiction between thrust capability and stopping speed.
4Device complexity
If a single fuel supply system feeds all engines, then the system is simpler, but failure of the fuel supply system causes all engines to stop simultaneously
Solution Approach 1:
The patent divides the fuel supply system into multiple independent channels, with each engine having its own dedicated fuel supply line. This segmentation ensures that failure of one fuel supply channel does not affect other engines, maintaining operational continuity while keeping each individual fuel supply line simple and manageable.
Solution Approach 2:
The design incorporates redundant fuel supply channels as a protective measure before failure occurs. If one fuel supply line fails, other independent channels continue to supply fuel to their respective engines, preventing complete system shutdown and ensuring operational continuity.
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
The design enhances fail-safety, maintainability, and operational safety by ensuring continued flight even with engine failures, and provides a cost-effective, space-efficient solution for various applications, including personal transport and military use.
Implementation Method 1
4 symmetrically located propellers and an engine... two propellers for takeoff thrust... eight propellers installed circumferentially
Implementation Method 2
combustion engine... eight rotary piston engine (the Wankel engine)... electric engines
Implementation Method 3
its airframe is a flat-type beam and it does not provide sufficient structural rigidity which is necessary for the whole structure to be resistant to precision oscillation and nutation oscillation generated by heavy propellers
Implementation Method 4
a flying hoverbike with a parachute recovery system... The efficiency of the parachute recovery system is doubtful for low flight altitudes
Data Source
AI summary
There is disclosed a multicopter vertical takeoff and landing (VTOL) aircraft. The aircraft comprises am airframe with spatial design, a pilot seat, a cockpit, controls, engine units, engine compartment, control system, remote control system. The airframe consists of a central section and, at least, two peripheral sections, wherein peripheral sections can be folded up or down, or be retracted under the central section. The central section and peripheral sections of the airframe have spatial design. Each of the peripheral sections comprises at least three standard engine compartments which are connected to each other. Inside each engine compartment there is an engine unit which comprises at least one engine and at least one horizontally rotating propeller together with the control hardware. Each engine unit is an autonomous member of the distributed control system (DCS).