VTOL Aircraft Torque Control via Propeller Slipstream
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Solution Overview
Problem
Existing vertical take-off and landing (VTOL) aircraft face challenges in efficiently transitioning between vertical take-off and horizontal cruising modes, requiring significant space and high airspeeds for control, making them difficult to operate in confined areas and energy-intensive.
Innovation Solution
An electrically powered VTOL aircraft design featuring adjustable propellers that generate torque along multiple axes, allowing for quick mode switching with minimal aerodynamic control surfaces, and a mass distribution where a significant portion of the aircraft's mass is rearward of the propeller line, enabling rapid and low-speed transitions between flight modes.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If conventional VTOL aircraft use aerodynamic control surfaces for mode transition, then turning capability is achieved, but high airspeed is required which increases energy consumption and extends transition distance
Solution Approach 1:
The patent replaces aerodynamic control surfaces with a mechanical control system. The control surface is mechanically linked to the propeller assembly, allowing it to be moved into a deflecting position relative to the propeller slipstream. This mechanical coupling enables control surface deflection at low airspeeds by utilizing the propeller's slipstream force, eliminating the need for high airspeed to activate conventional aerodynamic controls.
2Adaptability or versatility
If conventional VTOL aircraft rely on aerodynamic control surfaces, then turning is possible, but control surfaces require high airspeed to be functional which limits operation in confined areas
Solution Approach 1:
The control surface is mechanically coupled to the propeller assembly through a linkage system that allows the control surface to be positioned in a deflecting orientation. This mechanical system enables effective control surface deflection at low airspeeds by utilizing the propeller slipstream, allowing the aircraft to turn and maneuver in confined spaces without requiring high airspeed.
Solution Approach 2:
The control surface is designed to be movable relative to the propeller assembly, transitioning between a non-deflecting and deflecting position. This dynamic positioning allows the control surface to optimize its effectiveness at different airspeeds, providing versatile control capability for both low-speed confined area operations and high-speed cruise flight.
3Area of stationary object
If VTOL aircraft drag over long distance during takeoff and landing, then airspeed builds up for control surface effectiveness, but transition area increases significantly
Solution Approach 1:
The mechanically coupled control surface system allows effective control at low airspeeds by utilizing propeller slipstream. This eliminates the need for long drag-out distances to build up airspeed for control surface effectiveness, enabling VTOL aircraft to operate from small landing areas while maintaining full control capability throughout the transition envelope.
4Ease of operation
If VTOL aircraft use stationary control surfaces, then structure is simple, but turning in stationary condition around longitudinal axis is difficult or impossible
Solution Approach 1:
The control surface is mechanically linked to the propeller assembly, creating a system where the control surface moves with the propeller. This mechanical coupling provides in-place turning capability through differential control surface deflection while maintaining relatively simple structure compared to complex fly-by-wire or multiple actuator systems.
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
Enables rapid and efficient switching between vertical take-off and horizontal cruising with minimal space requirements and low airspeeds, reducing energy consumption and extending operating time and range, while allowing agile maneuvering and safe operation in confined spaces.
Implementation Method 1
the propeller slipstream being adapted to produce a torque with respect to a first axis or first and second axes relative to the aircraft fuselage
Implementation Method 2
at least one adjustment propeller, having its propeller slipstream adapted to produce a torque
Implementation Method 3
at least two main propellers which are adapted to generate at least 70% of aircraft propulsion
Data Source
Figure 1~2
Figure 3~4
AI summary
An electrically powered vertical takeoff and vertical landing (VTOL) aircraft, which comprises at least two main propellers (101a, 101b), wherein the main propellers are adapted to generate at least 70% of the aircraft propulsion. The aircraft also comprises at least one adjustment propeller (101a, 101b, 102), which has its propeller slipstream adapted to produce a torque (113, 114, 115) relative to a first axis (103) or the first and second (104) axes with respect to a fuselage (119) of the aircraft for turning the aircraft relative to said first axis or said first and second axes. In addition, not less than 35%, but not more than 85%, of the aircraft's mass is adapted to lie, during takeoff and/or landing, on a rear side (109) of a propeller line (108) of said main propellers with respect to a nose (111) of the aircraft.