Patent Application
20220212779
The present invention relates to the fields of adaptive wing systems and aircraft.
Small unmanned aircraft have many private and commercial applications. They are used as aerial sensor platforms (i.e. video-acquisition), delivery systems, and communication relays. Public sector applications include: search and rescue, border security, law enforcement, and environmental monitoring. An aircraft can be classified based on its method of aerodynamic lift generation as: fixed-wing, rotary-wing, hybrid, or flapping-wing.
It is desirable to have one aircraft which is versatile enough to be used in many ways, in many places, for long flight times, and over a wide range of speeds. Hybrid aircraft can combine the advantages of fixed and rotary wing craft allowing them to successfully perform tasks that neither a fixed nor a rotary wing aircraft could. The most promising type is the vertical-takeoff-and-landing (VTOL) fixed-wing aircraft, which has been gaining popularity in the commercial and hobbyist markets. These craft do not require a runway, can fly quickly and efficiently to a distant location, fly lowly-and-slowly at that location, and after the flight objectives are achieved the aircraft can fly quickly and efficiently back to the user.
To achieve efficient long range and long endurance flight it is desirable to employ a wing with a high aspect ratio. Unfortunately, high aspect ratio fixed-wing hybrids are gust-sensitive, especially when positioned broadside to the wind and flying at low speeds or hovering. Previous designers have successfully designed VTOL aircraft with reasonably high aspect ratios using quad-rotor technology for stability. One method is to use a “jump” quad-rotor hybrid UAV (i.e. Latitude Engineering's HQ-90), a tilt quad-rotor hybrid (i.e. Quantum Systems TRON), or a “tail-sitter” quad-rotor hybrid (e.g. Xcraft X PLUSONE, Aerovironment Quantix, and Swift 020). These vehicles take advantage of the relative simplicity and low cost of quad-rotor technology and apply it to otherwise traditional fixed-wing aircraft designs.
With regard to quad-rotor technology depending upon four motors can reduce safety and reliability. A crash will result if one motor fails during flight. Furthermore, using four motors implies that the motors will be smaller than would be the case had two motors been used; smaller motors are typically less energy efficient. Similarly, using four propellers implies that each propeller will be smaller than would be the case had two propellers been used. The efficiency of small propellers is sensitive to Reynolds number, so shrinking a small propeller will reduce its aerodynamic efficiency all-else held constant.
Gust-sensitivity is a problem that can be alleviated by using a low aspect ratio wing, which allows an aircraft to fly in moderate winds without requiring four separate motors and propellers positioned far away from one-another. A low aspect ratio fixed-wing tail-sitter can maintain stability while hovering in low-to-moderate winds. It can also fly very quickly and efficiently relative to traditional helicopters and multi-rotors. An added benefit is that low aspect ratio wings have short wingspans, which makes them easy to store and transport. Low aspect ratio tail-sitters typically use propellers in a tractor configuration (ahead of the wing) such that one or more propulsive slipstreams flow over control surfaces to maintain control during hover. An example of this is the XK X520, which utilizes symmetric airfoils. Symmetric airfoils provide a simple solution to the problem of pitching and drifting during hover but cambered airfoils are more efficient during conventional flight. The only low aspect ratio fixed-wing tail-sitter that utilizes cambered airfoils, to the author's knowledge, has been patented by the present author. It is called “Examiner”. Examiner has a unique patented control system.
Unfortunately, a low aspect ratio wing is typically less aerodynamically efficient than a high aspect ratio wing, which ultimately limits flight endurance and/or range. There are other ways to avoid using multiple motors for hovering stability while using a reasonably high aspect ratio wing. There is a fixed-wing tail-sitter UAV design under development by DARPA, called “Tern”. It utilizes centerline propulsion, unlike almost all other hover-capable tail-sitter fixed-wings. Tern's wing also has a high aspect ratio. Unlike other tail-sitter fixed-wing designs Tern doesn't use propellers, it uses rotor blades (can cyclically vary blade pitch), which allow Tern to hover and be controlled like a helicopter. The rotor blades are extremely long which results in a large slipstream that helps to prevent wing-stall. Unfortunately, the coaxial rotor-blade solution is complex and expensive for commercial and hobbyist markets.
The novel aircraft presented herein solves all of the aforementioned problems. It is a VTOL, tail-sitting, fixed-wing aircraft that utilizes two motors and propellers. The aircraft's novel variable-span wing allows it to enjoy the advantages of having a low aspect ratio wing AND the advantages of having a high aspect ratio wing without the disadvantages of either.
Existing adaptive wing systems change the shape of a wing to produce a desired effect. Examples include: rotating a wing about a hinge to keep it inside of a Mach cone, actively twisting a wing to induce a rolling moment, changing trailing edge camber to control pitch, and many others. Generally the physical size and planform area of a wing are either unchanged or little-affected. As a result, existing adaptive wing systems tend to produce only subtle effects and marginal benefits over traditional control systems (e.g. flaps, leading-edge slats, etc.).
Adaptive wing systems have existed since the Wright Brothers designed wing-warping as a means of roll control to execute sharper turns. Wing-warping avoided small aerodynamic losses associated with small gaps and sudden changes in the shape of a wing. Nonetheless, wing-warping has been entirely replaced by the flapped wing (ailerons), which was invented by Glenn Curtis. Flapped wings are significantly simpler and cheaper. Modern adaptive-wing systems typically have similar complexity and cost-versus-benefit problems, which mostly limits their use to military markets.
Flexible adaptive-compliant systems can provide marginal gust-alleviation and can change the camber of a wing near its trailing edges such that flaps become unnecessary for rotational control. As a result, sudden cross-sectional changes and gaps that are common to traditional flapped-wing systems are avoided and a slight improvement in aerodynamic efficiency is realized. These systems are seldom used.
The Parker variable-wing for biplanes has an upper wing that is flexible such that its camber will increase as the rigid lower wing stalls. An increase in lift and a decrease in aircraft stall speed was achieved. Biplanes have fallen out-of-favor as a result of advances in materials and structures. Monoplanes are the vast majority of planes in-use today.
Other modern adaptive-wing systems have been designed using combinations of flaps to promote desired aeroelastic effects while negating undesired effects. A simple example is the simultaneous deployment of leading-edge slats with ailerons to prevent unbalanced wing-torsion about a structural spar. These systems are relatively simple, inexpensive, and useful, but the effect-magnitude is limited by their inability to significantly change wing aspect ratio or planform area.
A successful modern example of an adaptive-wing system is the variable-sweep system, or “swing-wing” system. These systems allow an aircraft to fly more slowly during subsonic flight while keeping wings within the Mach cone during supersonic flight. Unsurprisingly, variable-sweep wings are typically used on fighterjets, like the USAF F-14 “Tomcat”. There are other aerodynamic benefits, like more efficient flight over a wider range of speeds. Swing-wing aircraft can achieve higher maximum speeds, lower stall speeds, and can make an aircraft more compact than it would be otherwise. Some disadvantages include stress concentration at hinges, which requires hinges to be very strong—and heavy. The most critical wing-defining parameters are aspect ratio (related to wingspan) and wing planform area, both of which have profound effects on aerodynamics. As a variable-sweep wing “swings” its aspect ratio changes significantly, but its planform area changes only slightly. An adaptive wing system that could significantly change aspect ratio AND planform area would have profound effects.
Previous designers have created variable-span wings with limited success. Examples include the Aerovisions “Droid of Death”, which is a flying-wing aircraft with two telescoping moveable sections per semi-span and one fixed-section. Another variable-span system was invented by David Gevers for a conventional manned airplane, which had a fixed section and two moveable sections (U.S. Pat. Nos. 5,645,250, 5,850,990). Others include the Telecope Flugel and GNATSpar wing. A delta wing with straight (no sweep) moveable sections was created by students at Virginia tech, and small telescopic span extensions were added to the HALE UAV. The amount of wing span, wing area, and aspect ratio could theoretically, at most, double. None of these systems were applied to a vertical takeoff and landing aircraft.
The internal volume of aircraft wings can be utilized for fuel storage, or to place components like batteries, servos, sensors, and other equipment. Cut-outs covered by removable panels are typically used to access wing-stored components. Unfortunately, the cut-outs cause stress concentrations and weaken the structure of the wing and skin. As a result, structural reinforcement is needed, which increases cost and weight while reducing range.
The variable-span wing disclosed herein solves all of the aforementioned problems. A new general method for installing and accessing parts within a fixed-wing is introduced which allows an assembly of parts to be installed and removed through an opening at the tip of a wing-section without utilizing any cut-outs or panels. The variable-span wing allows a vehicle to have a short wingspan with a low aspect ratio during periods of hover and VTOL, while enjoying the benefits of a long wing and high aspect ratio during conventional subsonic flight. It also provides higher dash speeds and a wider range of efficient cruise speeds. The moveable sections are stored within a central fixed-section that utilizes airfoils and is an effective lift-generating wing-surface, rather than using an unproductive fuselage or storage compartment that is mostly non-lifting. Unlike existing variable-span systems the variable-span wing disclosed herein allows aspect ratio and planform area to theoretically triple between the fully-contracted and fully-extended conditions because its moveable sections are vertically-offset from one-another and overlap. Novel and unique actuation systems for the moveable sections are proposed and presented that are relatively simple and inexpensive as-compared to existing systems. Implications on achievable new combinations of aircraft qualities are profound, including: overall aircraft performance, maneuvering capability, versatility of use, efficient flight speed range, and storable aircraft quantity.
The variable-span wing is depicted in
The variable span wing also comprises a top and a bottom moveable section (2), as depicted in
The variable span wing also comprises a set of sliding mechanisms designed to facilitate the two moveable sections (2) to translate in substantially lateral directions into and out of the fixed-section (1). The set of sliding mechanisms comprise at least two tracks (310) and at least two track-mating parts (320). Each track (310) is located within the fixed-section (1) and does not translate with the two moveable sections (2). At least one of the track-mating parts (320) is attached near the root of the top moveable section (2) and translates along at least one of the tracks (310) to guide translation of the top movable section (2). At least one of the track-mating parts (320) is attached near the root of the bottom moveable section (2) and translates along at least one of the tracks (310) to guide translation of the bottom movable section (2).
It is recommended that at least some fixed-section airfoils (103) have a maximum thickness (106) greater than 6% of chord-length (107), and have a maximum thickness (106) greater than that of moveable section (2) airfoils (203), as seen in
The variable-span wing for aircraft may further comprise a left and a right end cover (4), as shown in
The variable-span wing for aircraft may also comprise one or more electronic stops (345), as shown in
A first general layout of the variable-span wing for aircraft is depicted in
The first general layout of the variable-span wing also comprises at least one rack (341), which may be toothed or pegged (342) where the at least one rack (341) does not translate with the moveable section (2). The at least one gear head (332) meshes with the at least one rack (341). Rotation of the at least one gear head (332) against the at least one rack (341) causes the moveable section (2) to translate. The at least one rack (341) is located within the fixed section (1). For the set of sliding mechanisms each of the tracks (310) runs substantially spanwise across most of the fixed-section (1), as depicted in
The variable-span wing for aircraft can also comprise: a forward spar (116) where the at least one rack (341) is disposed on the forward spar (116), as seen in
Alternatively, the variable span wing for aircraft may feature at least two racks (341) where one of the at least two racks (341) is disposed on the track (310) located above the top movable section near the inner-upper surface of the fixed-section skin (118). Similarly, one of the at least two racks (341) is disposed on the track (310) located below the bottom movable section near the inner-lower surface of the fixed-section skin (118), as depicted in
A preferred arrangement for the set of sliding mechanisms involves four tracks; examples are depicted in
Each track-mating part (2) may comprise one attached frame (325) with: two or more vertically-oriented threaded holes, at least two threaded fasteners, and one of the two driving mechanisms (
A second general layout of the variable span wing comprises one or more loop driving mechanisms, as seen in
An anti-binding version of the variable-span wing is depicted in
Ideally, the track-mating parts will comprise rolling elements (323) where the rolling elements (323) are disposed in the tracks (310) and the axis of rotation of the rolling elements (323) is approximately parallel to the longitudinal direction (within +/−15 degrees). A slotted version of the variable-span wing is depicted in
An advantageous approach for variable-span wing assembly and disassembly is achieved when the right and left end covers (4) each further comprise an inner face (404) and an outer face (405), as seen in
The right end cover (4) attaches to the right tip-end of at least one of the tracks (310) with the cover-to-track attaching means. Similarly, the left end cover (4) attaches to the left tip-end of at least one of the tracks (310) with the cover-to-track attaching means. This design allows an assembly that includes the sliding mechanism and the two movable sections (2) to fit securely within the fixed section (1) between the two end covers (4) and it allows said assembly to conveniently slide into and out-of the fixed section (1) through one of the tip openings (126) when at least one of the end covers (4) is removed.
The variable-span wing was invented with a particular aircraft in mind, which is the aircraft depicted in
The aircraft comprises at least one pair of fins (6), where each fin (6) comprises a fin tip (606), as seen in
The definitions provided herein are mostly intended for convenience and general clarification. Terms used throughout this patent should not be strictly-limited by the definitions provided herein.
“Aerodynamic center” refers to the chordwise point on an airfoil about which aerodynamically-induced moment is approximately independent of angle of attack (111, 211) in the pre-stall angle of attack range. The aerodynamic center is measured aftward from the leading edge of the airfoil and moment is expressed per unit span. A full three-dimensional wing has a similarly-defined aerodynamic center, which falls on a laterally-oriented line at a particular longitudinal position. The longitudinal position is measured aft from the leading edge of the wing's root airfoil.
“Angle of attack” (111, 211) for an airfoil refers to the angle between the freestream velocity vector (113) and the chord-line (108, 208 see
“Angle of incidence” refers to an angle that is positive as-measured from a reference line (usually the longitudinal axis of a fuselage) to the chord-line of an airfoil.
“Cambered” airfoils are not “symmetric”. “Cambered” typically refers to an airfoil whose camber-line (110, 210) does not have an inflection point, and whose camber-line curves downward near the trailing-edge.
“Chordwise” refers to a direction parallel to the chord-line (108, 208) of an airfoil.
“Cruise” refers to straight-and-level flight at a speed corresponding to maximum aerodynamic efficiency.
“Dihedral” is also commonly-defined in aircraft-related textbooks. It refers to how upwardly bent a wing is with respect to the horizontal plane. Dihedral is usually expressed as an angle in degrees (124,
“Disc-like element” refers to a disc-shaped component about which a loop-like element is disposed. For example, a disc-like element could be a: pulley, sprocket, toothed pulley, gear, drum, wheel, or another substantially equivalent part.
“Driving element” refers to a thing or to a collection of closely-associated things that together provide a pushing or a pulling force to drive moveable section translation, which includes, but is not limited to: electric motors, hydraulic actuators, spring-loaded devices, human pilots, etc.
“Empennage” is the tail assembly of an aircraft, which typically includes at least one: horizontal stabilizer, vertical stabilizer, elevator, and rudder.
“Engaging element” refers to a thing that interacts with driving elements to help control moveable section translation.
“Fixed-wing” is a term that distinguishes a wing from rotors, propellers, and other spinning aerodynamic surfaces that are occasionally called “rotating wings” or “rotary wings”. The term “fixed-wing” excludes flapping-wings and variable-sweep wings (aka “swing-wings”), as well as the variable-span wing presented herein.
“Freestream velocity” is has a direction and magnitude equal to that of undisturbed oncoming flow far upstream from a body as viewed from the body-fixed frame of reference.
“Hybrid” refers to aircraft that combine distinct features of conventional aircraft in a less-conventional way; the V-22 Osprey combines elements from airplanes and helicopters.
“Inboard” generally refers to the “inner” region of an aircraft, near the root of its wing.
“Lateral” refers to the “sideways” direction of an aircraft. It is perpendicular to both the longitudinal and vertical directions and is similar to the “spanwise” direction for a wing.
“Lift-generating wing-surface” underscores that the fixed-section can generate lift and that it has airfoils (as do all wings). This does not exclude fixed-sections that include a fuselage, or fixed-section that are of a blended wing body type.
“Longitudinal” generally refers to the “long” dimension of an object; herein it is used in accordance with standard aircraft-related terminology. “Longitudinal” refers to the nose-to-tail aircraft direction, which is parallel to both the horizontal plane and the plane of symmetry.
“Loop-like element” refers to a part that forms a closed loop that is disposed about disc-like elements. A loop-like element could be a: string, chain, rope, cable, belt, toothed belt, or a substantially equivalent part.
“Moment” is interpreted based on context. It may refer to the moment (or torque) exerted on an airfoil, wing, or aircraft, by a flow of air. Or it may refer to moments about specific axes, such as pitching, rolling, or yawing moments.
“Near” is quantitatively defined to mean that the distance between the closest points of the compared elements is no greater than 35% of the root chord-length of the fixed-section (the largest such chord-length if there is more than one fixed section).
“Neutral point” is analogous to the aerodynamic center for airfoils and wings, but it refers to a whole aircraft.
“Outboard” generally refers to the “outer” region of an aircraft, near its wingtips.
“Plane of symmetry” is commonly-used and understood in aircraft textbooks; it applies even when there are minor deviations between the left and right halves of an aircraft (for example, if one side has a protruding pitot tube, but not the other). Note that for a monoplane, traditional biplanes, and tandem-wings the plane of symmetry for a wing and its aircraft are necessarily parallel and coincident; they are the same plane. Therefore, we herein use the term “plane of symmetry” without specific reference to a wing or aircraft. Bizarre designs could be conceived-of for which multiple non-tandem wings are utilized, or for which the aircraft has very significant asymmetry. For such bizarre cases the “plane of symmetry” should be interpreted based on context. For an aircraft it would be a vertical plane oriented parallel to the primary flight direction and coincident with the center of mass of the aircraft.
“Propeller” encompasses fixed and variable-pitch propellers, as well as near-synonymous terms including “fan”, but does not refer to rotating systems with blades that pitch cyclically, as with a swashplate in helicopters and other rotary-wing aircraft.
“Reflexed” airfoils have a camber-line (110, 210) with an inflection point (
“Rolling element” refers to a part or an assembly of parts that include at least one rotating component designed to reduce resistive force that opposes relative motion between one or more tracks and track-mating parts. Examples include: a roller, wheel, or any applicable bearing: tapered, untampered, roller-type, ball bearing type, ring-shaped, or any-shaped. Linear-motion bearings appear to slide but typically include rotating components (e.g. ball bearings) and-so constitute “rolling elements” under the definition provided herein.
“Root” is used to refer to the “beginning” of a wing or section (fixed or moveable). The root of a normal wing lies on its plane of symmetry. Similarly, a fixed-section's root will typically lie on an aircraft's plane-of-symmetry. The “root” of a moveable section is its inner-most spanwise part when the moveable section is fully extended.
“Root airfoil” for a wing or a fixed section refers to the airfoil at the plane-of-symmetry. When an obstruction is present (e.g. a fuselage or mount) “root airfoil” refers to the airfoil one would get at the plane-of-symmetry if unobstructed wing airfoils were extrapolated to the plane-of-symmetry based on their spanwise distribution of: shape, chord-length, thickness, twist, sweep, dihedral, and other relevant parameters. For moveable sections the “root airfoil” refers to the inner-most airfoil when a moveable section is fully extended.
“Sharp” is commonly-understood. For rounded airfoil edges sharpness can be quantified as the minimum radius of curvature expressed as a percentage of airfoil chord-length, where a smaller radius denotes a sharper edge. The sharpness of squared-off edges can be quantified as half the distance between the airfoil upper and lower surfaces at their aft-most chord-wise position expressed as a percentage of airfoil chord-length.
“Sliding mechanisms” refers to tracks and track-mating parts; “sliding mechanisms” may include rolling elements that roll over the tracks to reduce resistance from relative motion.
“Slipstream” refers to a flow or air generated by a rotating propeller; its simplified bounded theoretical shape resembles a circular cylinder whose cross section decreases non-linearly with distance downstream of the propeller (804,
“Spanwise” refers to a direction perpendicular to the chordwise direction for an airfoil or wing. Imagining a sketch of an airfoil the spanwise direction would be “coming out of the page”.
“Static margin” is defined as the distance between the center of mass and the neutral point of an aircraft, expressed as a percentage of the wing's mean aerodynamic chord-length.
“Sweep” is common aircraft-related terminology. often expressed as an angle measured between the lateral axis of an aircraft and the leading-edge of its wing (123,
“Swirl” refers to the circumferential velocity component within a slipstream that arises due to propeller rotation and which can cause helical slipstream flow.
“Symmetric” airfoils have a straight camber-line (110, 210) such that the camber-line and chord-line (108, 208) are coincident and the upper and lower airfoil surfaces are reflections of each other about the chord-line.
“Tail-sitter” refers to a kind of aircraft that can takeoff from a position in which the aircraft is standing in an upright orientation and where the aircraft can then tilt from a predominantly vertical to a predominantly horizontal orientation for forward flight.
“Tapered” refers to wings whose airfoil chord-length varies with spanwise position.
“Tip” is commonly understood. When referring to wings and wing sections the terms “root” and “tip” are opposites. For a fixed section it refers to the outer-most tips of the fixed section and for a moveable section it refers to the outer-most tip of the moveable section.
“Tip-opening” refers to an opening (or hole) at a tip of a fixed-section that is sufficiently large to allow a moveable section to pass through it; an end cover may be installed over and/or into the tip opening.
“Track” refers to a path along which something moves.
“Track-mating part” refers to a part that is constrained to move along a track.
“Twist” (see “washout”).
VTOL=vertical takeoff and landing.
“Washout” refers to “structural washout”, which is a characteristic of aircraft wings whereby the wing is slightly twisted such that the angle of incidence is greater toward the wing root and decreases along the span, becoming lower toward the wing tips.
The variable-span wing can be applied to aircraft having at least one wing. The variable-span wing comprises one or more fixed sections (1), at least two moveable sections (2), and an actuation system (3) for the moveable sections. The moveable section actuation system (3) comprises driving elements (330) to push-and-pull moveable sections (2) causing them to translate in a predominantly lateral direction into and out of fixed sections (1). As moveable sections (2) translate outward wingspan, wing planform area, and wing aspect ratio all increase significantly.
“Cruise” refers to straight-and-level flight at a speed corresponding to maximum aerodynamic efficiency. Low-speed cruise is realized when moveable sections (2) (
Fixed-sections (1) are symmetrically disposed about the aircraft's plane-of-symmetry (114). Fixed sections (1) are designed to maximize internal space to better-accommodate moveable sections (2). They (1) have a structural design with load-bearing skin (118) and a mostly hollow interior (monocoque). Fixed-sections (1) are strengthened by two or more spanwise-running spars (116, 117), as seen in
The fixed-section (1) is further supported by end covers (4). Together, the spars (116, 117) and end covers (4) create a structural “wing-box” that is strong and lightweight. End covers (4) are placed at the tips of the fixed section (4), as seen in
The fixed section (1) is comprised of an infinite number of airfoils (103) that feature a round leading edge (104) and a sharper trailing edge (105), as seen in
Moveable section airfoils (203) also feature rounded leading edges (201), sharper trailing edges (202), and they will typically utilize either symmetric or reflexed airfoils. Each moveable section (2) in a pair is designed to be a mirror image of the other about the plane of symmetry (114), excepting vertical offset when overlap is used.
Various parameters must be balanced to maximize overall system performance while satisfying geometric constraints imposed by the need to contain moveable sections (2) within a fixed section (1). To contain moveable-sections (2) within a fixed-section (1) it is necessary to make fixed-section airfoils (103) relatively thick, and moveable section airfoils (203) relatively thin, and/or to make chord-lengths of fixed-section airfoils (107) relatively long and those of moveable sections (207) relatively short (
Too maximize the efficacy of the variable-span wing it is desirable for moveable sections (2) to be vertically offset from one-another and to overlap when fully retracted, in which case geometric constraints become especially limiting. For this case, fixed-section airfoils (103) should have a maximum thickness (106) that is greater than 6% of chord-length (107) and greater than the maximum thickness (206) of the moveable-section airfoils (203). The mean geometric chord-length (207) of moveable sections (2) should be between 30% and 70% of the mean geometric chord-length (107) of corresponding fixed sections (1).
If moveable sections (2) are straight then the aircraft's stall may be severe (tip-stall). The angle of incidence of the moveable sections (2) can be lower than that of the fixed-section (1) such that the fixed-section stalls first (no tip stall). Alternatively, moveable sections can be twisted (washout) to prevent a tip-stall, but there must be adequate space within the fixed section to house the twisted moveable sections (2) and end cover holes (401) may have to be enlarged to allow twisted sections (2) to pass through them.
Another option is to design a track (310) that is slightly twisted such that the moveable section's (2) angle of incidence decreases as the sections extend further away from stall-delaying propulsive slipstreams (804). Alternatively, propulsive motors (802) can be placed near the tips of the moveable sections (2), and move with the moveable sections, in order to maintain tip vortex opposition and reduce the severity of tip-stalls, but that may create other issues associated with the wing structure, electrical wiring, etc.
For moveable sections (2) that overlap their geometry should be restricted to remain within the following reasonable angular magnitude limits: dihedral ≤3 deg (124), washout ≤5 deg, leading-edge sweep ≤6 deg (123). For examples of variable-span wings with non-overlapping moveable sections (2) see
The actuation system (3) comprises tracks (310) and track-mating parts (320). Track-mating parts (320) are constrained to move along tracks (320). The actuation system (3) should be designed such that left and right moveable sections (2) always have equal-and-opposite translational positions. Geometric symmetry ensures reasonably symmetric aerodynamic loading to prevent undesired rolling, yawing, or pitching moments from being produced.
Tracks (310) can be placed on moveable (2) or on fixed sections (1). Track-mating parts (320) can correspondingly be placed on fixed (1) or on moveable sections (2). It is preferable for the tracks (310) to be located on a fixed-section (1) and wholly within a fixed-section (1) to avoid spoiling outside airflow. Similarly, it is preferable for track-mating parts (320) to be located near the roots of moveable sections (2), to translate with moveable sections (2), and to be subject to translational restriction such that track-mating parts (320) always remain wholly within fixed sections (1). Aerodynamic forces tend to bend moveable sections upward, so track-mating parts (320) must be designed to mate with the tracks (310) in such a way as to support applied bending moments and other expected loads without binding.
It is sensible for the adaptive wing system to utilize either two or four tracks (310). When using two tracks (310) one can be placed near the inner upper-surface of the fixed-section (1), and one near the inner lower-surface of the fixed-section (1), as seen in
This section is intended to provide basic insight into some general aerodynamic considerations as they relate to the design of the variable-span wing. It is intended to be neither detailed nor thorough. The simplest case is presented and discussed.
In balanced-level flight lift (L) is equal to an aircraft's weight (W). As moveable sections (2) extend outward wing planform area (S) increases which, if all else is held constant, causes wing loading (W/S) to decrease.
Aircraft weight (W) and air density (ρ) are constant, so to maintain balanced level flight the lift coefficient (CL) of the wing, and/or the velocity of the aircraft (V) must decrease. Lift coefficient (CL) is a function of angle of attack (α); maximum aerodynamic efficiency (L/D) occurs at a particular angle of attack (α). Therefore, it is generally preferable to decrease velocity (V). Some velocity (V) decrease occurs naturally without control input because drag (D) increases with wing area (S).
D=½ρV2SCD
Further deceleration is achieved by decreasing throttle, which a pilot can do manually, or an onboard flight controller can do automatically. Outward extension of moveable sections corresponds to slower flight, lower thrust, and less power consumed.
Longitudinal balance, stability, and control must be ensured at every moveable section (2) position. If the aerodynamic center of a wing drifts too far forward then longitudinal stability will be lost. Similarly, if the aerodynamic center of a wing drifts too far aftward then an aircraft will become excessively “nose-heavy” such that it is unable pitch-up.
The aerodynamic center of an airfoil is typically near its quarter-chord point (+/−5% of chord). Moveable sections (2) can be designed with constant chord-lengths (207) and no sweep such that the aerodynamic center of each airfoil falls on a straight laterally-running line (
As the moveable sections extend outward the span of the wing (b) increases. If the magnitude of the moment coefficient for moveable section airfoils (Cm) is high then the moment being exerted on the wing (M) will change significantly during translation—all else held constant.
M=½ρV2C2bCm
As a result of the change in moment, an aircraft would have a tendency to pitch as moveable sections translate. The tendency to pitch could be counteracted via a pitch control input, but control surface deflection angles should remain near zero during cruise. The tendency to pitch could be counteracted by changes in angle of attack (α), which would cause the moment coefficient to change (Cm). As stated previously, it is preferable for flight velocity (V) to decrease as moveable sections extend outward so the system should be designed such that the decrease in aircraft velocity (V) counteracts the increase in span (b) and aerodynamic moment (M) remains constant. This can be achieved through proper airfoil design given other relevant aircraft parameters.
The situation becomes more complicated if the aircraft has an empennage, canard, or if moment from the fixed-section changes significantly with velocity. In that case, the effects of these aircraft components on pitching moment must also be considered when designing moveable section airfoils. The net effect of moveable section translation on pitching moment should be near-zero at each cruise speed corresponding to each translational position. The simplest way to ensure this is to select or design airfoils whose moment coefficient is near-zero in the pre-stall angle of attack range (e.g. symmetric or slightly reflexed airfoils).
A design program for variable-span wings was written based on simple theories (e.g. thin airfoil theory, finite wing theory) and reasonable assumptions. A variable-span wing was designed for a tail-sitter aircraft, for which a large span cannot be used during takeoff and landing due to gust sensitivity. The variable-span wing allowed the aircraft to have a short wing during takeoff, landing, and hovering, and to have a long wing during cruise. Wing span increased ˜160% between the fully retracted and fully extended conditions, wing planform area increased ˜100%, cruise speed decreased ˜35%, and induced drag at cruise decreased ˜60%.
The variable-span wing can be designed many different ways. It will generally comprise one fixed-section (1) with spars (116, 117) and load-bearing skin (118), two moveable-sections (2), end covers (4) with end cover holes (401), and an actuation system (3) for the moveable sections (2). The actuation system (3) may comprise tracks (310), track-mating parts (320), driving elements (330) and engaging elements (340). Driving elements (330) interact with engaging elements (340) to push-and-pull moveable sections (2) in-and-out of the fixed-section (1), subject to motion constraints provided by the track (310) and track-mating parts (320).
Many different mechanisms may be used to help achieve lateral translation of moveable sections (2), including: gears, pulleys, racks, chains, ropes, belts, slots, pegs, etc. The moveable section actuation system (3) requires at least one driving element (330) to force moveable sections (2) to translate. A driving element (330) could be many things. One example of a driving element (330) is a person manipulating manual controls through a series of ropes, pulleys, etc. Another example could be a computer-driven elecrtohydraulic actuator. Of the many potential driving elements (330) the most-preferred is a motor (331) that is electric. Motors (331) may be fastened to fixed sections (1), moveable sections (2), or virtually any part of an aircraft.
The A set of embodiments is depicted in
Gear heads (332) engage the racks (341), which are rigidly attached to spars (116, 117) located inside of the fixed-section (1) such that gear head (332) rotation causes translation of moveable sections (2). Embodiment A1 features vertically-offset moveable sections (2) that overlap when retracted. The upper moveable-section has gear heads (332) located below its lower surface and the lower moveable section has gear heads (332) located above its upper surface, which allows both moveable sections (2) to use the same racks (341).
Embodiment A1 also has tracks (310) and track-mating parts (320), which are needed to guide lateral translation of the moveable-sections (2). The tracks (310) are attached to the fixed-section (1) and run almost its entire span. One track (310) is attached to the upper-inner surface of the fixed-section's skin (118), and the other is attached to the lower-inner surface of the fixed-section's skin (118). Each track (310) has a T-slot (311) to accommodate a T-slider (321).
The upper moveable section's track-mating part (320) is located above its upper surface. The lower moveable section's track-mating part (320) is located below its lower-surface. The track-mating parts (320) are T-sliders (321,
Embodiment A1 has only one track (310) per moveable section (
Embodiment A1 utilized two motors (331) per moveable section (2), for a total of four motors. Using four motors is not strictly necessary and it complicates motor synchronization within and between the moveable sections (2). Embodiment A2 is depicted in
Gear heads (332) and racks (341) can be replaced by a pegged gear (333) and a pegged rack (342,
Embodiment A3 is depicted in
Embodiment A4 is a preferred embodiment of the actuation system (3); it is depicted in
Embodiment A5 utilizes two parallel tracks (310) per moveable section (2) in the form of T-slots (311). One set of parallel tracks (310) is located near the inner-upper surface of the fixed-section (1). Another set of parallel tracks (310) is located near the inner-lower surface of the fixed-section (1). Each tracking mating part (320) has a frame (325) that comprises a surrounding rectangular structure with an internal X-shaped structure that runs approximately corner-to-corner. For the version of Embodiment A5 depicted in
Alternatively, the nylon bolts can be replaced by tubular shafts and a rolling element (323, like a bearing) can be disposed on each tubular shaft. The inside of the tubular shaft can be threaded such that a threaded fastener can be used to pinch each rolling element (323) onto its corresponding tubular shaft. In this case, the rolling elements (323) would act like the heads of the nylon bolts previously-mentioned, but with less friction. In this case, the rolling elements (323) and the threaded fasteners would simultaneously fit within the tracks (310).
A motor (331) attaches to the frame (325); it has a gear head (332) attached to its (331) output shaft. The gear head (332) meshes with a rack (341) that runs along one of the fixed parallel tracks (310) in each set. The motor (331) drives gear head (332) rotation, which drives lateral translation of the moveable sections (2).
The left and right sides of the frame's (325) rectangular structure have frame holes (329). The frame holes (329) accommodate spars (213) that run through each frame (325) and its corresponding moveable section (2) for a strong and rigid connection. The two parallel-tracks per moveable section design of Embodiment A5 results in better structural support to withstand high torsional loads about a moveable section (2).
Moveable section (2) translation is equal in magnitude and opposite in direction. As a result, an aircraft's wing (fixed+moveable sections) always remains symmetric about the plane-of-symmetry (114) except for minor vertical-offset, when vertical-offset is used. Geometric symmetry allows the aircraft to maintain balanced flight at every translational position and it allows both moveable sections to be actuated using a single motor (331), as depicted in
There is a disc-like element (334) placed within the fixed-section (1) near a leading-edge (101) tip. The disc-like element (334) is driven by a motor (331) that is attached to the forward spar (116). The motor (331) has a gearbox, which increases torque and slows rotation.
A long loop-like element (343) connects the disc-like element (334) to another disc-like element (334) of equivalent diameter that passively-rotates. The passively rotating disc-like element (334) is located within the fixed-section (1) near the other leading-edge (101) tip. As the motor (331) rotates the loop-like element (343) moves such that its upper and lower segments move in opposite directions. Moveable sections (2) or track-mating parts (320) are attached to the loop-like element (343) using a loop-to-section attaching means (344).
The nature of the loop-to-section attaching means will depend upon the particular loop-like element (343) used. For example, the loop-to-section attaching means (344) could be a clamp that is attached to a moveable section (2) or a track-mating part (320) and which is further pinched onto the loop-like element using threaded fasteners or even a pair of pliers. The clamp could be a simple piece of metal, or a belt clamp, or a hose clamp. Alternatively, a collar could be attached to the loop like element (343) which further interlocks with a moveable section (2) or a track-mating part (320). A piece of wire could be wrapped-around or threaded through a track-mating part (320) and then wrapped around a loop-like element or a simple adhesive could be used as the loop-to-section attaching means.
The upper moveable section is attached to the upper segment of the loop-like-element (343) and the lower moveable section is attached to the lower segment of the loop-like element (343). When the motor (331) and its corresponding driving element (334) rotate one direction the moveable sections (2) translate outward, when the motor (331) rotates in the other direction the moveable sections (2) translate inward.
A second set of a loop-like element and disc-like elements can be added near the rear spar (117). The rear loop-like element and disc-like elements can rotate passively or be driven by an additional motor (331). Alternatively, the motor shaft from the front motor can be extended to simultaneously drive disc-like elements at the front and rear of the fixed-section (1).
One advantage of Embodiment B is that utilizing one motor (331) can increase safety and reliability. For example, if one Embodiment A4 motor (331) fails then one moveable section (2) will move and the other will remain stationary. Forces and moments will become unbalanced and the aircraft will likely crash. If Embodiment B's motor (331) fails then the two sections (2) will stop at equal-and-opposite lateral positions allowing control of the aircraft to be maintained.
A disadvantage of Embodiment B is that its parts take-up more room within the fixed-section (1), which forces design compromises. For example, spars (116, 117) might have to be moved further apart, which weakens the structure of the fixed-section (1) and reduces its stiffness. Alternatively, moveable-section (2) chord-lengths (207) might be reduced, which decreases the amount of wing area added by the fully-extended moveable sections. For Embodiment B the fixed section will tend to be more crowded, which can also frustrate manufacturing and assembly.
The variable-span wing may experience moveable-section binding when applied to certain aircraft subjected to certain loading conditions. For such cases tracks (310) and track-mating parts (320) can be designed to specifically avoid binding, as depicted in
Track-mating parts (320) are attached to a framework comprising two airfoil-shaped ribs (212) and two tubular spars (213) per moveable section (2), as shown in
Tracks (310) run almost the full-span of the fixed section (1) near both its leading (101) and trailing (102) edges (
The rear track (310) has to accommodate the trailing edges (202) of the moveable sections. The trailing edges (202) of the moveable sections are sharp and thin, making them unsuitable for attachment of angle-based track-mating parts (320), as implied by
Embodiment C utilizes the motor (331), loop-like element (343), and disc-like elements (334) of Embodiment B, but with the driving motor (331) attached to the rear spar (117) instead of the front spar (116). Embodiment C has the advantage of making moveable sections (2) bind-proof, but Embodiment C is more complicated, expensive, and heavier than previous embodiments.
Embodiment D provides an example of the variable-span wing with spar-integrated tracks (310) and spanwise stringers (119), as seen in
Track-mating parts (320) are actuated using a motor (331), loop-like element (343), and disc-like elements (334), which are shown exploded and close-up in
The forward bearings (323) are sandwiched against the inset slot (317) using two plates (327, 328), as in
Frames (325) have tubular ports (326) with threading on their inner-surfaces (
Two spacers (336) shift the motor (331) away from the tracks (310) to provide space for a toothed pulley (334,
Electronic stops (345) can be added to Embodiment D, as shown in
A calibration bolt (347) can be disposed on each bearing plate (328), as seen in
Spanwise-running stringers (119) for Embodiment D are depicted in
Embodiment E is depicted in
The end cover (4) has holes to accommodate threaded fasteners (402). The threaded fasteners (402) pass through the holes in the end covers (4) and screw into threaded holes in end caps (319). The end caps (319) slide over the tracks (310) at the outboard edges of the tracks (310) and are fixed to the tracks using threaded fasteners, as seen in
The end caps (319) depicted in
A direct or indirect locking connection between the end covers (4) and the tracks (310) is not strictly necessary. For example, an end cover (4) could be prevented from slipping-away from a fixed-section tip-opening by attachment of the end cover (4) to stringers (119,
The version of Embodiment E depicted in
Tracks (310), track-mating parts (320) and rotating elements (323) can be oriented relative to one-another in many different ways. Cylinder-shaped rolling elements (323) are designed to be loaded at their outer cylindrical surfaces. The greatest force exerted on a moveable section (2) is the lift force, which is primarily upward. The primary rolling-elements (323) and tracks (310) should be oriented such that the lift force does not push the sharp circular edge of a primary cylindrically-shaped rolling element (323) against a track (310), but rather causes the outer cylindrical surface of the primary cylindrically-shaped rolling elements (323) to be pushed against the track (310) such that there is no tendency to bind. An example orientation for cylindrically-shaped rolling elements (323) is provided in
Alternatively, the rolling elements (323) may be linear bearings that include spherically-shaped ball bearings, as depicted in
The inner assembly of the
For installation the entire inner assembly can be attached to one end cover (4) and then slid into the fixed-section (1) from an open tip of the fixed section (1). The electrical wire for the motor (331) must be connected to a power and to a signal source. Next, the other end cover (4) is installed at the other tip of the fixed section (1) using threaded fasteners (402). The inner assembly is sandwiched between the end covers (1). The end covers (4) are held in-place due to the inner-contact between the skin (118) and flanges (403) as well as the contact between the end cover area surrounding the flanges (403) and the tips of the fixed-section skin (118). Attachment of the end covers (4) to the tracks (310) prevents them from sliding outward away from the fixed-section (1). All of the parts of the inner assembly are thus automatically aligned and ready for use. The inner assembly can be removed by removing one end cover (4), disconnecting wires from the motor (331), and then sliding the inner assembly laterally out of the fixed section (1) through one of its tip openings. There is no need for any skin cut-outs or wing panels which would weaken the structure of the fixed section. Embodiment E is the most-preferred embodiment of the variable-span wing because it is easy, convenient, and inexpensive to manufacture, install, and maintain. Unlike Embodiment D, there is no need to precisely manufacture, align, and position an array of stringers (119) or special stringers (122) to which end covers (4) are attached.
The modular design of Embodiment E allows an aircraft to be optionally flown without its inner assembly when desired. Modularity also allows-for updated inner assemblies to be utilized when there are design improvements. The inner assembly should not be interpreted to strictly include all of the components as-depicted in
The variable-span wing can be applied to many types of aircraft. Some example applications are presented and discussed below.
The variable-span wing is depicted as part of a small tail-sitting VTOL aircraft. The aircraft can sit on its tail-parts (
The aircraft has a flying-wing design; it is necessary to position the aircraft's center of mass forward (upstream) of its neutral point for passive longitudinal stability (pitch). The neutral point may also be referred to as the aerodynamic center of the aircraft. It is necessary to have internal space for the storage of various components. There is insufficient space within the wing to store moveable sections along with all of the components needed. Additional space to house components (receiver, batteries, etc.) is provided by the fuselage (7), as seen in
The aircraft has fins (6) that act as feet to stand on. The fins (6) ensure lateral stability (roll and yaw) during conventional flight. They do not have nor need moveable control surfaces because yaw is controlled using differential propulsive thrust. Fins (6) are kept short and placed downstream of the propellers (803) within the propulsive slipstream (804,
The aircraft has two counter-rotating propellers (803) and propulsive motors (802) upstream of the wing. They are symmetrically disposed about the aircraft's plane-of-symmetry (114,
The propulsive motors (802) provide sufficient power for the propellers (803) to generate thrust significantly in excess of the weight of the aircraft. The propulsive motors (802) are attached to nacelles (801) that protrude upstream from the wing's leading edge, which helps to shift the center-of-mass forward for improved longitudinal stability.
The aircraft has two moveable control surfaces called elevons (5), which are symmetrically-disposed about the aircraft's plane-of-symmetry (114) near the wing's outboard trailing edge. The elevons (5) can deflect symmetrically to provide pitch control (
If a user would like conventional takeoff and landing as an option then landing gear (9) can be installed. A tricycle configuration is recommended with one nose wheel (901) and two rear wheels (902), as depicted in
A winged multi-rotor “jump” type VTOL aircraft is less gust-sensitive than a tail-sitter because its wing is not oriented broadside to the wind while hovering. By combining a multi-rotor with the variable-span wing a designer can achieve excellent hovering performance even in stormy conditions. It also allows users to enjoy the benefits of higher dash speeds, more efficient flight over a wider range of cruise speeds and the other benefits that a variable-sweep wing provides, as previously-described.
An example of a VTOL multi-rotor application is presented in
The VTOL multi-rotor must have a means of creating forward-thrust for propulsion, which can be achieved using one or more propellers that point forward. To avoid carrying unnecessary “dead weight” while hovering it is preferable to use one or more propellers that can point upward during hover and tilt forward at least 60 degrees for forward-flight. For the example aircraft the two forward propellers can tilt-forward approximately 90 degrees.
Differential thrust is used to control rotation of the aircraft about one or more axes during hovering flight. A difference in left-right thrust produces a roll input while a difference is forward-aft thrust produces a pitch input. If an even number of propellers are used then half will rotate clockwise and the other half counter-clockwise such that the reactionary moment on the airframe will be zero. Furthermore, providing more power to clockwise propellers and less to counter-clockwise propellers produces a nonzero net reactionary moment that can be used for yaw control.
During conventional forward-flight control can be achieved many ways. For
An example of a biplane application is provided in
The biplane has two nacelles (801), propulsive motors (802), and propellers (803) located upstream of the leading edge (101) and toward the outboard edges of the fixed-sections (1). Moveable section wingtips for the upper and lower wings have been joined using combination fins/winglets (6) that provide lateral stability, tip vortex reduction, and structural reinforcement.
Flying-Wing with Sweep
The variable-span wing system may also be used with highly-swept wings and delta wings, as depicted in
Airplane with Dihedral
Variable-span wings can be applied to conventional airplane designs.
For conventional aircraft one should consider the horizontal stabilizer and tail-parts to preserve longitudinal stability during moveable section extension. Example techniques include: using a variable-span wing system for the horizontal stabilizer, and/or changing its angle of incidence, using symmetric or slightly-reflexed airfoils (203) for the moveable sections, and/or using and appropriate combination of sweep (123) and twist for the moveable sections.
The scope and spirit of the variable-span wing encompasses similar systems that affect a significant change in span of substantially wing-similar aerodynamic surfaces, including: horizontal stabilizers, vertical stabilizers, fins, winglets, and V-tail parts.
While the foregoing written description of the aircraft and variable-span wing enable a person having ordinary skill in the art to make and use what is considered presently to be the best mode thereof, those of ordinary skill in the art will understand and appreciate the existence of variations, combinations, and equivalents of the specific embodiments, processes, and examples herein. The invention should therefore not be limited by the above described embodiments, processes, and examples, but by all embodiments and processes within the scope and spirit of the invention.
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/CN2019/102471 | 8/26/2019 | WO | 00 |
