Modular VTOL Aircraft Tilt Coupling for Longer-Range Flight
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Solution Overview
Problem
Existing vertical take-off and landing (VTOL) aircraft designs suffer from insufficient energy efficiency for long-range operations due to bulky, multi-articulated structures and limited energy storage capacity, leading to unfavorable leverage forces and inefficient energy consumption.
Innovation Solution
Aircraft design featuring a hexagonally braced support structure with radially arranged structural beams, adjustable air guides, and a modular transport unit with a longitudinally extended shaft and articulated coupling device, allowing for variable angles of attack and tilt angles to optimize lift and thrust generation, reducing drag and enhancing aerodynamic efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If a bulky, multi-articulated design is used for VTOL aircraft, then vertical take-off and landing capability is achieved, but energy efficiency deteriorates and energy storage capacity becomes insufficient for long-range operation
Solution Approach 1:
The aircraft is divided into separate modular units: a flight module containing propulsion systems and air guides, and a transport module containing cargo space and energy storage. This segmentation allows each module to be optimized independently - the flight module for aerodynamic efficiency and the transport module for energy density - while maintaining vertical take-off capability through the coupling device.
Solution Approach 2:
The aircraft transitions from a fixed configuration to a variable geometric configuration by adjusting the tilt angle between flight and transport modules. This angular adjustment in the vertical plane allows the aircraft to optimize its center of gravity and aerodynamic characteristics for different flight phases, improving energy efficiency while maintaining VTOL capability.
2Ease of operation
If a bulky, multi-articulated design is used for VTOL aircraft, then vertical take-off and landing capability is achieved, but the space capacity for accommodating energy storage deteriorates
Solution Approach 1:
By separating the flight module and transport module, the design eliminates the need for bulky energy storage systems within the fuselage. The transport module's dedicated cargo space can accommodate energy storage devices more efficiently, increasing the volume available for energy storage without compromising the vertical take-off capability of the flight module.
Solution Approach 2:
The transport module is designed to be detachably coupled to the flight module, allowing the energy storage system to be nested within the transport module's cargo space. This nested configuration maximizes the use of available volume for energy storage while maintaining the compact, efficient design needed for vertical take-off operations.
3Device complexity
If a single controllable electric rotor drive is used, then the aircraft structure is simplified, but energy efficiency and leverage forces under gravity deteriorate
Solution Approach 1:
The propulsion system is segmented into multiple independent drive units distributed across the flight module, with each drive unit containing an electric motor and propeller. This segmentation allows for better distribution of aerodynamic forces, improved leverage under gravity, and enhanced energy efficiency while keeping the overall structure relatively simple through modular assembly.
Solution Approach 2:
The aircraft employs adjustable air guides with variable angles of attack that can be dynamically adjusted during flight. This dynamic adjustment allows the air guides to optimize lift and thrust generation in real-time, improving energy efficiency and leverage forces without adding permanent structural complexity.
4Power
If air guides with variable angles of attack are used, then lift function is improved, but device complexity increases
Solution Approach 1:
The air guides are designed with adjustable angles of attack that can be dynamically modified during flight operations. This dynamic adjustability allows the air guides to optimize lift generation for different flight phases and conditions. The adjustment mechanism is integrated into the air guide structure, minimizing added complexity while maximizing lift function improvement.
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
Enhances energy efficiency for longer flight distances with reduced energy storage needs, improves controllability, and increases operational safety by minimizing unwanted contact and noise pollution, while allowing for flexible module combinations.
Implementation Method 1
Each drive unit can in turn comprise an electric motor and at least one propeller operatively connected to the electric motor
Implementation Method 2
In addition to the propulsion units, one or more air guides are arranged on the airframe. These air guides can be wing- or airfoil-like
Data Source
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AI summary
The invention relates to an aircraft (1) that takes off and lands vertically and is intended for transporting people and/or loads, and to a method for operating same, the aircraft comprising: • a flying unit (2), comprising a wing assembly structure (3) formed in a plane E, drive units (4) arranged on the wing assembly structure (3) and air-guiding devices (8 1 - n) each having an adjustable angle of attack ß i - n, wherein each angle of attack ß i - n can be varied between a minimum angle of attack ß i - n min and a maximum angle of attack ß i - n max; • a transport unit (9), comprising a transportation capsule (10) and connection device (11) for connecting the transportation capsule (10) to the flying unit (2), wherein the connection device (11) comprises an elongate shaft (12) which connects to the transportation capsule (10) at one end; and • an articulated coupling device (13) for the articulated connection of the flying unit (2) to the other end of the elongate shaft (12), such that an adjustable angle of inclination α of the flying unit (2) can be varied between a minimum angle of inclination αmin and a maximum angle of inclination α max, wherein the minimum angle of inclination αmin is in a range of 0° ≤ α min < 30° and the maximum angle of inclination is α max = 90°.