VTOL Aircraft Thrust Augmentation via Segmented Ejectors
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Solution Overview
Problem
VTOL aircraft face challenges in engine sizing and thrust distribution, leading to inefficiencies in horizontal flight and balance during take-off and landing, as existing systems require high thrust-to-weight ratios and concentrated thrust generation, which are not optimal for cruise conditions.
Innovation Solution
The use of thrust augmentation systems with gas generators and distributed thrusters across the aircraft, allowing for enhanced thrust-to-weight ratios and balanced force distribution through the placement of thrusters at various locations, including the use of shrouded thrusters and bleed air systems for increased propulsive efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If concentrated thrust generation is used to achieve vertical take-off, then thrust-to-weight ratio is improved, but propulsive efficiency in horizontal flight deteriorates
Solution Approach 1:
The propulsion system is segmented into multiple independent thrusters distributed across different locations on the aircraft (nose, wings, tail). Each thruster can be independently controlled to optimize thrust distribution for different flight phases, resolving the contradiction between concentrated thrust for VTOL and distributed thrust for efficient cruise flight
2Power
If high thrust-to-weight ratio is used for vertical take-off, then take-off capability is improved, but engine size increases leading to weight penalty in cruise
Solution Approach 1:
Instead of using one large engine, the system uses multiple smaller thrusters distributed across the aircraft. Each thruster contributes to the total thrust, achieving the required thrust-to-weight ratio for VTOL without the weight penalty of a single large engine during cruise flight
Solution Approach 2:
The propulsion system dynamically adjusts the operation of individual thrusters based on flight phase. During VTOL, all thrusters operate at high power; during cruise, only necessary thrusters operate at lower power, optimizing the power-to-weight ratio for each flight condition
3Device complexity
If thrust is generated from a single location, then system complexity is reduced, but balance and control during take-off and landing deteriorates
Solution Approach 1:
The thrust generation system is segmented into multiple thrusters positioned at different locations (nose, wings, tail) to create balanced force distribution. This segmentation enables precise control of moments and forces during VTOL operations without requiring an overly complex single-point thrust system
4Stability of the object's composition
If distributed thrusters are used for balanced force distribution, then balance and control are improved, but device complexity increases
Solution Approach 1:
Each distributed thruster serves multiple functions: generating thrust for VTOL, providing moment control for attitude adjustment, and enabling balanced force distribution. This multi-functionality reduces the need for separate balance control mechanisms, offsetting the complexity of having multiple thrusters
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 solution enables VTOL aircraft to achieve efficient horizontal flight and balanced take-off and landing by distributing thrust, reducing engine size requirements and improving propulsive efficiency, allowing for faster speeds and longer ranges while minimizing fuel consumption.
Implementation Method 1
at least one fluid generator coupled to the main body and producing a fluid stream
Implementation Method 2
at least one tail ejector coupled to the main body and receiving the fluid stream from the fluid generator
Data Source
AI summary
A vehicle, includes a main body. A fluid generator is coupled to the main body and produces a fluid stream. At least one tail conduit is fluidly coupled to the generator. First and second fore ejectors are coupled to the main body and respectively coupled to a starboard side and port side of the vehicle. The fore ejectors respectively comprise an outlet structure out of which fluid flows. At least one tail ejector is fluidly coupled to the tail conduit. The tail ejector comprises an outlet structure out of which fluid flows. A primary airfoil element includes a closed wing having a leading edge and a trailing edge. The leading and trailing edges of the closed wing define an interior region. The at least one propulsion device is at least partially disposed within the interior region.