U.S. patent application number 11/707088 was filed with the patent office on 2010-11-11 for aerial vehicle with variable aspect ratio deployable wings.
Invention is credited to Hank O'Shea.
Application Number | 20100282917 11/707088 |
Document ID | / |
Family ID | 43061803 |
Filed Date | 2010-11-11 |
United States Patent
Application |
20100282917 |
Kind Code |
A1 |
O'Shea; Hank |
November 11, 2010 |
Aerial vehicle with variable aspect ratio deployable wings
Abstract
Embodiments of the present invention relate a wing arrangement
for an aerial vehicle configured to adjust the vehicles aspect
ratio in response to flight mission parameters. The wing
arrangement may include a pair of wing assemblies capable of
deploying to a first winged position defining a first aspect ratio.
Each wing assembly may have a forward inboard wing pivotally
connected to the fuselage and an aft inboard wing pivotally
connected to the carriage. The forward inboard wing and aft inboard
wing of each assembly may be connected, forming a bi-plane
configuration. Additionally, the each assembly may include a set of
outboard wings configured to telescope from the inboard wings to an
extended winged position defining a second aspect ratio greater
than the first aspect ratio.
Inventors: |
O'Shea; Hank; (Thousand Oak,
CA) |
Correspondence
Address: |
BRANDON N. SKLAR. ESQ. (PATENT PROSECUTION);KAYE SCHOLER, LLP
425 PARK AVENUE
NEW YORK
NY
10022-3598
US
|
Family ID: |
43061803 |
Appl. No.: |
11/707088 |
Filed: |
February 16, 2007 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
60773645 |
Feb 16, 2006 |
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Current U.S.
Class: |
244/218 ;
244/49 |
Current CPC
Class: |
B64C 39/024 20130101;
B64C 2201/028 20130101; B64C 2201/102 20130101 |
Class at
Publication: |
244/218 ;
244/49 |
International
Class: |
B64C 3/54 20060101
B64C003/54; B64C 3/56 20060101 B64C003/56 |
Claims
1. A wing arrangement for an aerial vehicle, comprising: a
deployment mechanism configured to attach to a first side of a
fuselage and configured to move from a first position to a second
position; a first wing configured to be rotationally coupled to a
second side of the fuselage; a second wing configured to be
rotationally coupled to the deployment mechanism and rotationally
coupled to the first wing; a third wing configured to be
rotationally coupled to the second side of the fuselage; and a
fourth wing configured to be rotationally coupled to the deployment
mechanism and rotationally coupled to the third wing; wherein: the
wing arrangement has a stowed position, in which: the deployment
mechanism is in the first position; the first and third wings are
stacked on the second side of the fuselage; and the second and
fourth wings are stacked on the first side of the fuselage; and
movement of the deployment mechanism from the first position to the
second position causes the first and second coupled wings and the
third and fourth coupled wings to deploy to a first winged
position.
2. (canceled)
3. The wing arrangement of claim 1, further comprising: a fifth
wing configured to be telescopingly stowed substantially inside the
first wing; a sixth wing configured to be telescopingly stowed
substantially inside the second wing; a seventh wing configured to
be telescopingly stowed substantially inside the third wing; and an
eighth wing configured to be telescopingly stowed substantially
inside the fourth wing; wherein the first and fifth wings are
rotationally coupled to the second and sixth wings and the third
and seventh wings are rotationally coupled to the fourth and eighth
wings.
4. The wing arrangement of claim 3, wherein: in the first winged
position, the fifth, sixth, seventh, and eighth wings are
substantially stowed within the first, second, third, and fourth
wings respectively and the first winged position defines a first
aspect ratio; and the fifth, sixth, seventh, and eighth wings are
configured to telescope out of the first, second, third, and fourth
respectively to a second winged position defining a second aspect
ratio.
5. The wing arrangement of claim 4, wherein the second aspect ratio
that is greater than the first aspect ratio.
6. The wing arrangement of claim 5, wherein the fifth, sixth,
seventh, and eighth wings are configured to deploy to an
intermediate position defining a third aspect ration ratio between
the first aspect ratio and the second aspect ratio.
7. A wing arrangement for an aerial vehicle, comprising: a carriage
configured to be attached to a fuselage and move from a first
position to a second position; a pair of wing assemblies having a
stowed position and deployed position, each wing assembly in the
deployed position comprising: a forward wing configured to be
pivotally coupled to the fuselage and arranged on a first side of
the fuselage; an aft wing configured to be pivotally coupled to the
carriage and arranged on a second side of the fuselage
substantially opposite the first side; and a connector pivotally
connecting an outboard end of the forward wing and an outboard end
of the aft wing; and an actuator coupled to the fuselage and
configured to move the carriage from the first position to the
second position whereby movement of the carriage to the second
position causes the forward wing and the aft wing of each pair of
wing assemblies to deploy from the stowed position to the deployed
position.
8. The wing arrangement of claim 7, wherein: the forward wing
comprises a forward inboard wing panel in telescoping relation with
a forward outboard wing panel; the aft wing comprises a aft inboard
wing panel in telescoping relation with an aft outboard wing panel;
and the connector pivotally connects the forward outboard wing
panel to the aft outboard wing panel.
9. The wing arrangement of claim 8, wherein, in the deployed
position, the forward outboard wing panel is stowed substantially
within the forward inboard wing panel and the aft outboard wing
panel is stowed substantially within the aft inboard wing panel and
the deployed position defines a first aspect ratio.
10. The wing arrangement of claim 9, wherein the forward outboard
wing panel and the aft outboard wing panel are configured to
telescope to an extended position defining a second aspect
ratio.
11. The wing arrangement of claim 10, wherein the second aspect
ratio is greater than the first aspect ratio.
12. An aerial vehicle having a folding wing arrangement,
comprising: a fuselage defining a first side and a second side
substantially opposite each other; a carriage connected to the
fuselage on the first side and configured to move from a first
position to a second position; a pair of wing assemblies having a
stowed position and a deployed position, each wing assembly in the
deployed position comprising: a first wing pivotally connected to
the fuselage on the second side; and a second wing pivotally
connected to the carriage and pivotally connected to the first
wing; and an actuator connected to the fuselage and configured to
translate the carriage from the first position to the second
position whereby movement of the carriage to the second position
causes the first wing and the second wing of each pair of wing
assemblies to deploy from the stowed position to the deployed
position.
13. The aerial vehicle of claim 12, wherein: the first wing
comprises a first inboard wing panel in telescoping relation with a
first outboard wing panel; and the second wing comprises a second
inboard wing panel in telescoping relation with a second outboard
wing panel, the second outboard wing panel being pivotally
connected to the forward outboard wing panel.
14. The aerial vehicle of claim 13, wherein, in the deployed
position, the first outboard wing panel is stowed substantially
within the first inboard wing panel and the second outboard wing
panel is stowed substantially within the second inboard wing panel
and the deployed position defines a first aspect ratio.
15. The aerial vehicle of claim 14, wherein the first outboard wing
panel and the second outboard wing panel are configured to
telescope to an extended winged position defining a second aspect
ratio.
16. The aerial vehicle of claim 15, wherein the second aspect ratio
is greater than the first aspect ratio.
17. The aerial vehicle of claim 12, wherein the aerial vehicle is
at least one of a missile, a munition, a bomb, or an aircraft.
18-20. (canceled)
21. A wing arrangement for an aerial vehicle, comprising: a
deployment mechanism configured to attach to a first side of a
fuselage and configured to move from a first position to a second
position; a first wing configured to be rotationally coupled to a
second side of the fuselage; a second wing configured to be
rotationally coupled to the deployment mechanism and rotationally
coupled to the first wing; a third wing configured to be
rotationally coupled to the second side of the fuselage; and a
fourth wing configured to be rotationally coupled to the deployment
mechanism and rotationally coupled to the third wing; a fifth wing
configured to be telescopingly stowed substantially inside the
first wing; a sixth wing configured to be telescopingly stowed
substantially inside the second wing; a seventh wing configured to
be telescopingly stowed substantially inside the third wing; and an
eighth wing configured to be telescopingly stowed substantially
inside the fourth wing; wherein: the first and fifth wings are
rotationally coupled to the second and sixth wings and the third
and seventh wings are rotationally coupled to the fourth and eighth
wings; movement of the deployment mechanism from the first position
to the second position causes the first and second coupled wings
and the third and fourth coupled wings to deploy to a first winged
position.
22. The wing arrangement of claim 21, wherein: in the first winged
position, the fifth, sixth, seventh, and eighth wings are
substantially stowed within the first, second, third, and fourth
wings respectively and the first winged position defines a first
aspect ratio; and the fifth, sixth, seventh, and eighth wings are
configured to telescope out of the first, second, third, and fourth
respectively to a second winged position defining a second aspect
ratio.
23. The wing arrangement of claim 22, wherein the second aspect
ratio that is greater than the first aspect ratio.
24. The wing arrangement of claim 23, wherein the fifth, sixth,
seventh, and eighth wings are configured to deploy to an
intermediate position defining a third aspect ratio between the
first aspect ratio and the second aspect ratio.
Description
[0001] This application claims priority to co-pending U.S.
Provisional Patent Application 60/773,645, filed Feb. 16, 2006, and
entitled "Variable Aspect Ratio Deployable Wings With
Self-Contained Aerodynamic Control Surfaces," which is assigned to
the assignee of the present invention and is hereby incorporated by
reference in its entirety.
FIELD OF THE INVENTION
[0002] The present invention relates generally to aerodynamic
bodies and, more particularly, to aerodynamic bodies having
deployable joined wings with increased aspect ratio and
self-contained aerodynamic control.
BACKGROUND OF THE INVENTION
[0003] Aerodynamic vehicles, such as aircraft, guided missiles,
munitions, and unmanned aerial vehicles, include design parameters
that are configured to provide the necessary lift and control to
overcome the drag and weight of a vehicle during flight. For
example, the aspect ratio ("AR"), the lift coefficient, and the
drag coefficient are examples of typical design parameters which
affect the performance of an aerodynamic vehicle.
[0004] One goal in designing an aerodynamic vehicle is to maximize
the lift generated by the aerodynamic surfaces for the drag
associated with the overall aerodynamic vehicle design, i.e.,
maximize the lift to drag ("L/D") ratio. In pursuit of this goal,
the AR is considered an important parameter and can be computed as
follows:
AR=(span).sup.2/area
[0005] wherein the span is the distance from wingtip to wingtip and
area is the surface area of the wings.
[0006] The AR is an important design parameter because, generally,
a wing's ability to generate lift is influenced by changes in
aspect ratio. As aspect ratio increases for a given wing design the
lift generating capability also increases. Wings with high aspect
ratios are more suited for missions requiring long flight times or
long distance glide range whereas wings with lower aspect ratio are
more suited for missions requiring higher speeds and long distance
cruise ranges.
[0007] For many aerodynamic vehicles, especially guided missiles,
munitions, and unmanned aircraft, variable geometry wings may
conflict with other desirable design parameters, such as reduced
physical envelope, launch constraints, and/or compact storage
(dense packing). One attempt to reconcile these competing interests
is taught in U.S. Pat. No. 5,615,846 (the "846 patent"), which is
incorporated by reference herein in it entirety, where extended
range and increased maneuverability are accomplished through
deployable joined wings. During storage and launch, the deployable
wings remain tucked against the fuselage of the guided missile,
conserving storage space. The deployable wings change geometry and
deploy into a diamond shaped joined wing configuration during
flight, in some cases tripling the range of an un-powered
munition/ordinance or missile. While, the '846 patent effectively
combines the advantages of compact storage and deployable wings,
the deployed joined wings do not alter the AR of the aerodynamic
vehicle during flight for different mission parameters.
[0008] Other attempts at variable wing geometries have included
telescoping wings that alter the aerodynamic characteristics of the
airframe. Previous aerodynamic vehicles using telescoping wings
employ a conventional cantilevered wing configuration, where the
extending wing provides a means for manipulation of the wings
aspect ratio. Unfortunately, cantilevered wings are typically large
and heavy and lack the ability to fold or package in a compact and
streamlined stowed configuration.
[0009] The mechanical complexities of implementing deployable wing
systems in a reduced physical volume have prevented a compact
arrangement of flight control schemes. Prior attempts to include
deployable wings for guided munitions and other flight vehicles
have resulted in flight control actuation schemes that, in the case
of air launched and ground launched guided munitions, are housed
outside of the wing structure. The control actuators are often
mounted on the fuselage, for example. Conventionally, when
actuation of a control surface on a deployable wing has been
required, the means for actuating the deployable control surfaces
are complicated due to the mechanical transmission of actuation
forces across or through the articulated joints between the
fuselage and the wing panels. As such, the aerodynamic control
surfaces on deployable wings have suffered from increased part
counts, increased cost and reduced reliability.
SUMMARY OF THE INVENTION
[0010] One embodiment of the invention includes a wing arrangement
for an aerial vehicle having a deployment mechanism configured to
attach to a first side of a fuselage and configured to move from a
first position to a second position. The wing arrangement may also
include a first wing configured to be rotationally coupled to a
second side of the fuselage, a second wing configured to be
rotationally coupled to the deployment mechanism and rotationally
coupled to the first wing, a third wing configured to be
rotationally coupled to the second side of the fuselage, and a
fourth wing configured to be rotationally coupled to the deployment
mechanism and rotationally coupled to the third wing. Movement of
the deployment mechanism from the first position to the second
position may cause the first and second coupled wings and the third
and fourth coupled wings to deploy to a first winged position.
[0011] Another embodiment of the invention may include a wing
arrangement for an aerial vehicle having a carriage configured to
be attached to a fuselage and move from a first position to a
second position and a pair of wing assemblies having a stowed
position and deployed position. Each wing assembly in the deployed
position may include a forward wing configured to be pivotally
coupled to the fuselage and arranged on a first side of the
fuselage, an aft wing configured to be pivotally coupled to the
carriage and arranged on a second side of the fuselage
substantially opposite the first side, and a connector pivotally
connecting an outboard end of the forward wing and an outboard end
of the aft wing. The wing arrangement may also include an actuator
coupled to the fuselage and configured to move the carriage from
the first position to the second position whereby movement of the
carriage to the second position causes the forward wing and the aft
wing of each pair of wing assemblies to deploy to the deployed
position.
[0012] Another embodiment of the invention may include an aerial
vehicle having a folding wing arrangement. The aerial vehicle may
include a fuselage defining a first side and a second side
substantially opposite each other, a carriage connected to the
fuselage on the first side and configured to move from a first
position to a second position, and pair of wing assemblies having a
stowed position and a deployed position. Each wing assembly in the
deployed position may include a first wing pivotally connected to
the fuselage on the second side and a second wing pivotally
connected to the carriage and pivotally connected to the first
wing. The aerial vehicle may also include an actuator connected to
the fuselage and configured to translate the carriage from the
first position to the second position whereby movement of the
carriage to the second position causes the first wing and the
second wing of each pair of wing assemblies to deploy to the
deployed position.
[0013] An embodiment of the invention may also include a method of
flying an aerial vehicle. The method may include deploying a first
set of four deployable wings on an aerial vehicle to a first winged
position defining a first aspect ratio, deploying a second set of
four deployable wings to a second winged position defining a second
aspect ratio that is greater than the first, and flying the aerial
vehicle to a destination.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] Examples of the invention will be apparent to those skilled
in the art from the following detailed description of preferred
embodiments, taken together with the accompanying drawings, in
which:
[0015] FIG. 1 shows a fully deployed joined wing arrangement in
accordance with an embodiment of the invention;
[0016] FIG. 2 shows a stowed joined wing arrangement in accordance
with the embodiment of the invention shown in FIG. 1;
[0017] FIG. 3 shows a cross section along line X-X, shown in FIG.
2, of the stowed joined wing arrangement in accordance with the
embodiment of the invention shown in FIG. 1;
[0018] FIG. 4 shows deployment positions for the deployable joined
wing arrangement shown in FIG. 1 in accordance with an embodiment
of the invention;
[0019] FIG. 5 shows a partially deployed joined wing arrangement in
accordance with the embodiment of the invention shown in FIG.
1;
[0020] FIG. 6 shows a joined wing arrangement deployed to an
initial deployment configuration in accordance with the embodiment
of the invention shown in FIG. 1;
[0021] FIG. 7 shows additional deployment positions for the
deployable joined wing arrangement shown in FIG. 1 in accordance
with an embodiment of the invention;
[0022] FIG. 8 shows a cross section of the stowed inboard and
outboard wing panels in accordance with an embodiment of the
invention;
[0023] FIG. 9 shows a telescoping linear actuator in accordance
with an embodiment of the invention;
[0024] FIG. 10 shows an enlarged view of one end of the telescoping
linear actuator shown in FIG. 9 in accordance with an embodiment of
the invention;
[0025] FIG. 11 shows another view of a telescoping linear actuator
in accordance with an embodiment of the invention;
[0026] FIG. 12 shows a trailing edge flap actuator in accordance
with an embodiment of the invention; and
[0027] FIG. 13 shows a trailing edge flap and actuator
configuration in accordance with an embodiment of the
invention.
DETAILED DESCRIPTION OF THE DRAWINGS
[0028] The present disclosure will now be described more fully with
reference to the Figures in which various embodiments of the
invention are shown. The subject matter of this disclosure may,
however, be embodied in many different forms and should not be
construed as being limited to the embodiments set forth herein.
[0029] In accordance with one embodiment of the invention, a
variable aspect ratio ("AR") deployable wing arrangement is
provided for an aerial vehicle. A joined tandem wing arrangement
may be configured to unfold from a compact storage configuration to
an initial winged position having a first AR. Manipulation of the
AR of the aerodynamic vehicle to meet mission or mission phase
needs may be accomplished by actuating the deployment of the joined
tandem wing from the initial winged position to an extended winged
position having a second, higher AR. The extended winged position
may be achieved using telescoping outboard wing panels that
telescope from inboard wing panels, for example.
[0030] Embodiments of the invention provide flexibility through
aspect ratio manipulation, making an aerodynamic vehicle suitable
for use in varied mission scenarios. For example, a lower AR
configuration of a vehicle may benefit a mission or phase of a
mission requiring higher speeds and maneuverability. In a deployed
and unextended state, the variable AR wing configuration provides a
lower AR, enabling low altitude flight where terrain and obstacle
avoidance or evasive maneuvers are a necessity. In the event that a
mission or phase of a mission calls for long flight distances or
long loitering time, for example, the outboard wings may be
deployed, allowing the wing vehicle to increase its AR. In one
example, the AR may be increased to a maximum of about 14. In some
examples of an aerial vehicle with the variable AR wing
arrangement, the AR of the fully extended wing arrangement may be
more than double the AR of the initial deployed wing
arrangement.
[0031] In the case of a powered aerial vehicle, such as the Hunter
RQ5A Tactical Unmanned Aerial vehicle, for example, the inclusion
of a variable AR deployable wing arrangement on the vehicle may
extend the flight distances over 500 miles or alternatively flight
loiter times of more than 24 hours. In the case of munitions such
as bombs and/or missiles, embodiments of the invention may allow
personnel and equipment to deliver ordinance from beyond the range
of anti-aircraft weaponry or the like, providing increased safety
and improving the aerial vehicle's overall mission effectiveness.
It should be understood that the fuselage of a munition may include
a single ordinance or may carry multiple sub-munitions for delivery
of a wide area during flight.
[0032] In accordance with embodiments of the invention, a variable
AR deployable wing arrangement may be integrated with an
aerodynamic body such as a guided missile or munitions or other
aerodynamic vehicles. FIG. 1 shows a deployable wing arrangement
100 installed on a small unmanned aerial vehicle or powered
munition in accordance with one embodiment of the invention. The
wing arrangement 100 is shown in FIG. 1 in an extended wing
position. The deployable wing arrangement 100 may be integrated on
a long flight time munition, designed for missions requiring the
munition to loiter over a designated area for an extended period of
time, in some cases greater than 24 hours.
[0033] The aerial vehicle or munition shown in FIG. 1 includes a
fuselage 5. As used herein, the term fuselage is meant to include,
but not limited to, a body portion of an aerial vehicle or flying
device such as a missile, a munition, a bomb, or an aircraft, for
example. When the wings are deployed in the initial winged
position, as shown in FIG. 6, the wing arrangement provides a AR of
about 6. In the initial winged position, the aerial vehicle may be
capable of greater than 60 nautical miles glide range or a powered
cruising range greater than 500 miles.
[0034] In the extended position shown in FIG. 1, the deployable
wing arrangement 100 includes a forward left inboard wing panel 1
and a forward right inboard wing panel 2. Both forward wing panels
1 and 2 are attached to a bottom or lower fixed articulated
attachment 6 on the fuselage 5. The deployable wing arrangement
also includes an aft left inboard wing panel 3 and an aft right
inboard wing panel 4 connected to the movable carriage 10 mounted
on the upper or top side 5a of the fuselage 5, as shown in FIG. 1.
The forward wing panels 1 and 2 may be connected directly to the
fuselage or otherwise configured without using the articulated
attachments 6. Additionally, the aft wing panels 3 and 4 may also
be connected directly to the fuselage or otherwise configured. The
deployable wing arrangement, shown in FIG. 1, is configured in a
reverse staggered configuration, where the forward inboard wing
panels 1 and 2 are mounded on the bottom of the fuselage during
flight. It should be understood that a conventional staggered
arrangement may also be used. The reversed staggered arrangement
provides the deployment mechanism on top of the fuselage, leaving
the bottom of the fuselage available for dispensing of submunitions
if necessary.
[0035] Each inboard wing panel includes an associated outboard wing
panel that may be configured to telescope out of the inboard wing
panel. As shown in FIG. 1, the left forward outboard wing panel 12
is associated with the wing panel 1 and the right forward outboard
wing panel 13 is associated with the inboard wing panel 2. The left
aft outboard wing panel 14 is associated with inboard wing panel 3
and the right aft outboard wing panel 15 is associated with the
inboard wing panel 4.
[0036] As shown in FIG. 1, the forward wing panels 1, 2, 12 and 13
are swept aft and the aft wing panels 3, 4, 14, and 15 are swept
forward. The right side wing panels and the left side wing panels
are attached at the tips of the outboard wing panels, for example,
wing panels 12 and 14 are connected with a vertical connector 8.
The joints between the panel 12 and the vertical panel 8 and
between the panel 14 and the vertical panel 8 may be an articulated
pivot 9 that allows the vertical panel 8 to rotate relative to the
panels 12 and 14 during deployment. The panels 13 and 15 may also
be connected with a vertical panel 8 and articulated pivots 9. The
fixed articulated attachment 6 and the carriage 10 may also include
articulated pivot joints 9 that attach inboard wing panels 1, 2, 3,
and 4 to the fuselage 5.
[0037] As discussed below, the fuselage 5 includes a deployment
track and linear actuator 11 on the topside of the fuselage, as
shown in FIG. 1. The linear actuator 11 may be configured to drive
the carnage 10 from the front of the fuselage 5 (in a stowed
position) to the rear of the fuselage 5 (in a deployed position) as
shown in FIG. 1. It should be understood that the deployment track
and linear actuator 11 may be separately configured and attached to
the aerodynamic vehicle. Alternatively, the deployment track and
linear actuator may be integrally formed with the fuselage 5.
[0038] Additionally, the articulated attachment 6 and the carriage
10 may be initially positioned at the rear of the fuselage 5 (not
shown in the figures) and the carriage 10 may deploy to the front
of the fuselage 5. This configuration may experience certain
aerodynamic instability during deployment. However, the wing panels
may be deployed while suspended from a parachute. While suspended
from a parachute, it may be irrelevant for deployment whether the
articulated attachment 6 is positioned as shown in FIG. 1, or
positioned at the rear of the fuselage 5 (not shown in the
figures).
[0039] One example of an arrangement of aerodynamic control
surfaces is shown on the wing arrangement 100 in FIG. 1. The
inboard wings 1, 2, 3, and 4 include control surfaces 50 positioned
on the trailing edge of the inboard wings, adjacent to the
fuselage. Additionally, the wing arrangement 100 includes control
surfaces 60 located on the outboard wings 12, 13, 14, and 15. It
should be understood that alternative configurations of controls
surfaces may be used, including changing the position, size, number
and type of control surface, without deviating from the scope and
spirit of the invention. Additionally, it should be understood that
a munition or aerial vehicle may include separate flight controls,
as part of the propulsion system, for example. As such, the flight
control surfaces on the wing arrangement 100 may not be
necessary.
[0040] The ability of an aerial vehicle to stay aloft for long
periods of time may be strongly dependent on the wing aspect ratio,
wing loading and resultant lift to drag ratio. The embodiment of
the invention shown in FIG. 1 provides an example of minimizing
wing loading by maximizing deployed wing area, maximizing aspect
ratio by maximizing deployed span, and an maximizing vertical
separation of the forward and aft wings to increase lift to drag
ratio. This wing arrangement 100 may result in an airframe that,
when deployed in the extended wing position, may be capable of
flight times over 24 hours.
[0041] In the initial deployed position shown in FIG. 1, the
inboard wing panels 1, 2, 3, and 4 form a biplane configuration
with vertical connector 8 bracing the ends of the wing panels. As
understood by those of skill in the art, the efficiency of a
biplane arrangement of wings is increased as the vertical
separation is increased up to a limit in vertical separation of
approximately one chord length. As shown in FIG. 1, the biplane
configuration may include vertical separation between the aft swept
wings and the forward swept wings, efficiently generate lift. It
should be understood that this applies to the wing arrangement in
its initial deployed position shown in FIG. 6 and in its extended
position shown in FIG. 1.
[0042] It should be understood that one embodiment of the invention
may include the bi-plane configuration of the wing arrangement 100
shown in FIG. 6 without the telescoping outboard wing panels where
the inboard wing panels are directly connected at their tips.
[0043] FIG. 2 shows the deployable wing arrangement 100 in a stowed
or folded configuration. The stowed configuration may be used for
transportation and handling. Although the wing arrangement may be
deployed prior to launch, it is contemplated that the stowed
configuration shown in FIG. 2 may be used for air launches and the
deployed position for ground launches. In the folded configuration,
the carriage 10 is positioned at the front of the fuselage 5. The
carriage 10 may be configured to translate along the length of the
fuselage 5 using the track and linear actuator 11. The aft inboard
wings 3 and 4, connected at the attachment point 7, extend rearward
over the top surface of the fuselage 5 in a folded position.
Likewise, the forward inboard wings 1 and 2, connected at the fixed
carriage 6, extend rearward under the bottom surface 5b of the
fuselage 5 in a folded position. As shown in FIG. 2, the inboard
wing 3 folds on top of the inboard wing 4 and the inboard wing 2
folds below the inboard wing 1. It should be understood that the
outboard wing panels 12, 13, 14, and 15 (not shown in FIG. 2) are
nested with the inboard wing panels and therefore not seen when in
the stowed position.
[0044] As shown in FIG. 2, the vertical connectors 8 (only one of
which is visible in FIG. 2) are stowed adjacent to the tail of the
fuselage 5. It should be noted that the articulated pivot joints 9
may be configured to position the vertical connectors 8 flush
against the side of the fuselage 5. This serves to minimize the
physical envelope of the stowed wing arrangement and maintain
stable aerodynamic characteristics prior to deployment of the wing
arrangement 100. Although not obvious in FIG. 2, the vertical
connecters 8 do not directly connect the corresponding inboard
wings, for example, vertical connector panel 8 does not directly
connect inboard wing 1 to inboard wing 3. Instead, the vertical
connectors 8 connects the tips of the corresponding outboard wing
panels, for example, the vertical connector panel 8 connects the
outboard wings 12 and 14, which are shown nested in FIG. 2.
[0045] It should be noted that the separation of the inboard wings
1 and 2 on the bottom 5b of the fuselage 5 and the inboard wings 3
and 4 on the top 5a of the fuselage 5 allows the span or length of
the inboard wings (especially the rear inboard wings 3 and 4) and
consequently the outboard wings as well, to be maximized. This is
because the fixed articulated attachment 6 and the moving carriage
10 do not have to fit on the same side of the fuselage, allowing
the moving carriage 10 the ability to move to the very front of the
fuselage 5 in the stowed position. Consequently, the length of the
forward inboard wings 1 and 2 and the rear inboard wing 3 and 4 may
be maximized along the available length of the fuselage 5.
[0046] FIG. 3 shows a cross section along line X-X in FIG. 2
through the fuselage 5, the linear actuator 11, and the inboard and
outboard wing panels 12, 13, 14, and 15 of the wing arrangement 100
in the stowed configuration. As shown in FIG. 3, the inboard wings
3 and 4 are not stowed side by side but rather are stacked
vertically, one on top of the other. Also, the wing arrangement 100
is configured to nest the wings, for example, the trailing edge of
wing 3 is positioned over the leading edge of wing 4 and the
trailing edge of wing 4 is positioned under the leading edge of
wing 3. The nesting allows the total height of the stowed wings 1,
2, 3, and 4 and the fuselage 5 to be minimized. The stacked and
nested arrangement of the wing panels also allows the width of the
physical envelope to be minimized while maximizing the chord width
of each wing. As shown in FIG. 3, the chord of wing 4, for example,
may be configured to be the same as the width of the fuselage,
thereby maximizing the chord size for a given fuselage size.
[0047] FIG. 4 schematically demonstrates an initial deployment at
various stages in accordance with one embodiment of the invention.
In position A, the wing panels are shown fully stowed. As the
movable carriage translates from the front of the fuselage to the
rear, the wing panels begin to unfold as shown in positions B and
C. Position D illustrates the position of the wing panels when the
movable carriage is approximately half way between its stowed
position at the front of the fuselage and its deployed position at
the rear of the fuselage. Finally, the movable carriage reaches its
deployed position in position E, illustrating the deployed position
of the four inboard wings. In alternative examples, the wing panels
may deployed and flown at intermediate steps between position A and
position E, such as position D, for example.
[0048] Although the deployment positions discussed with respect to
FIG. 4 may be attempted during flight, the transitional
aerodynamics of a partially deployed wing arrangement proportioned
in an embodiment as shown in wing arrangement 100 may introduce
aerodynamic instability. As an alternative, deployment of the wing
arrangement may occur while suspended from a parachute. Because the
flight controls may be located in the wing arrangement, the aerial
vehicle may require deployment of the wings in order to have any
active control. However, it is also contemplated that the wing
arrangement may be placed on a munition that may not require that
the wings be deployed for every mission type.
[0049] FIGS. 5 and 6 show detailed views of the deployable wing
arrangement 100 at two different stages associated with the
movement of the movable carriage 10 from the stowed position to the
deployed position. As discussed, the aft inboard wing panels 3 and
4 are attached at their roots to the movable carriage 10, which
when in the folded or stowed position, lies at its forward most
position. During the initial deployment or extension, the movable
carriage 10 moves aft by the action of the linear actuator 11. It
should be understood that the linear actuator 11 may include linear
worm drives, screw drives, smart material linear actuators, or
other linear actuators known to those of skill in the art.
[0050] Referring to FIG. 5, the rearward movement of the carriage
10 in the direction of arrow A forces the wing panels to unfold. As
shown, the inboard wing panels 3 and 4 are attached to the carriage
10 such that, when the carriage 10 moves rearward, the relative
geometry of the joined tandem wings forces the inboard wing panels
1, 2, 3, and 4 to pivot out. As would be apparent to those of skill
in the art, the connector panels 8 drive the deployment of the
front inboard wings 1 and 2 as the inboard wings 3 and 4 deploy.
Due to the geometry created by the wing panels acting as struts in
a two-member linkage system, each pair of wings on either side of
the fuselage form a triangular shape with the fuselage.
[0051] Referring to FIG. 6, the initial winged position of the wing
arrangement 100 is shown with the carriage 10 deployed to the rear
of the fuselage 5 by the linear actuator 11, resulting in a diamond
shape formation of the four inboard wing panels 1, 2, 3, and 4. Due
to the wing area distributed fore and aft of where the center of
gravity is typically located, the static stability of the wing
arrangement shown in FIGS. 1 and 6 may be inherently flexible and
easily tailored. An aerodynamic designer may have at his disposal
design parameters, such as fore and aft wing area distribution,
selection of fore and aft sweep angles, and air foil selection.
[0052] FIG. 7 schematically demonstrates an extended deployment of
the outboard wings 12, 13, 14, and 15 in accordance with one
embodiment of the invention. As shown, the phase of the extended
wing deployment is achieved by telescopic extension of the four
outboard wing panels (forward left outboard 12, forward right
outboard 13, aft left outboard 14 and aft right outboard 15). When
in the stowed position, the outboard panels 12, 13, 14, and 15 are
nested within the inboard wing panels as illustrated in FIG. 6.
[0053] FIG. 7 and position F illustrate the outboard wing panels
telescoping form their stowed position inside the inboard wing
panels toward their fully deployed position or the extended winged
position. As shown, the outboard wing panels 12, 13, 14, and 15 may
be extended synchronously in a controlled fashion to avoid jamming
of the wing panels due to resistive loads generated by increased
friction between the inboard and outboard panels. It should be
understood that the outboard wing panels may be deployed
incrementally or partially to a position short of their full
extension (as shown in position F, for example) such that the AR of
the wing arrangement 100 may be fine-tuned.
[0054] FIG. 7 and position G schematically show the outboard wing
panels 12, 13, 14, and 15 in the extended winged position and fully
deployed. Referring back to FIG. 1, a detailed view of the wing
arrangement 100 is shown in the extended winged position with the
telescoping outboard wings in full extension. The fully deployed
wing arrangement, shown in FIG. 1, includes an AR of about 14,
which is more than double the partially deployed wing configuration
of the wing arrangement shown in FIG. 6. Additionally, in one
example, the wing span of the wing arrangement may be extended from
about 76 inches in the initial winged position of FIG. 6 to about
144 inches in the extended winged position of FIG. 1.
[0055] Referring to FIG. 6, the wing arrangement 100 may be capable
of flight in the initial winged position with an AR of about 6. As
such, the wing arrangement 100, as shown in FIG. 6, may be well
configured for missions requiring high speeds and long distance
cruise ranges. For example, a mission profile suitable for the
aerial vehicle and wing arrangement shown in FIG. 6 may include
release at high altitude and speed from a carrier aircraft followed
by deployment of the wing arrangement to an initial wing position.
The mission may also include a mission leg dedicated to providing
ingress to a desired location where high speed and maneuverability
is needed, such as flying at low altitudes and/or avoiding
obstacles. This ingress mission leg may include a maximum range
glide or a powered maximum range cruise to an employment
destination. A gliding phase of the mission may include deployment
of the wings to the initial wing position as shown in FIG. 6 and
could provide a glide range performance over 60 nautical miles
without consuming on board fuel. Alternatively, the ingress mission
leg may require powered cruise to reach the desired locations where
ranges of up to 500 nautical miles may be reached. It should be
understood that a glide leg and powered cruise leg may also be
combined to achieve targets positioned at even greater
distances.
[0056] Other missions may include releasing the aerial vehicle and
wing arrangement and immediately deploying the wing arrangement to
the extended wing position shown in FIG. 1. The wing arrangement
100 may be configured with an AR of about 14. Additionally, the
wing arrangement 100, as shown in FIG. 1, may be well configured
for missions requiring long flight times or long distance glide
ranges. For example, an ingress mission leg for the wing
arrangement in the extended wing position may include release at
high altitude and deployment of the wings to the extended position
of wing arrangement 100. After deployment of the wing, the aerial
vehicle may use an unpowered glide to an operational altitude. With
wing arrangement 100 shown in FIG. 1, a glide range over 100 miles
may be achieved. Upon reaching the operation altitude, the aerial
vehicle propulsion system may enable powered thrust as necessary
for flight mission requirements. For example, the aerial vehicle
may be configured to long flight time mission requirements where
the aerial vehicle may loiter over an area until commanded to
deliver an ordinance. Additionally, the aerial vehicle may
immediately deliver an ordinance by un-powered gliding or by
powered flight directly to a target.
[0057] It is also contemplated that the aerial vehicle may use both
the initial wing position and the extended wing position in a
single mission. For example, a first ingress mission leg with the
wing arrangement in the initial wing position may include
delivering the aerial vehicle from a release point to a final
destination up to about 500 nautical miles. Once the aerial vehicle
has arrived at the final destination, the wing arrangement may be
placed in the extended wing position and the aerial vehicle may
loiter for up to 24 hours. Other combination of wing positions and
gliding and powered flight may be used in accordance with
embodiments of the present invention.
[0058] The deployment of the inboard wings and outboard wings may
be timed to coincide with different stages of a mission flight. For
example, an aerial vehicle may include a non-winged propelled stage
early in flight after an air or a ground launch. The inboard wings
may be deployed to the initial winged position for an initial
cruise stage until the aerial vehicle achieves a certain speed or
altitude. In another stage of the mission, once all the fuel is
used or upon reaching a particular distance or flight condition,
for example, the engine or propulsion unit may be shut down and the
outboard wings may be deployed to their extended winged position,
allowing the aerial vehicle to loiter. In a final stage, the aerial
vehicle may glide to its destination, in some cases far beyond the
distance the aerial vehicle could have reached under powered flight
alone. It should be understood that alternative flight stages,
schedules, and configurations of the wing arrangement 100 may be
used.
[0059] It is contemplated that the mission requirements may include
retracting the outboard wings from the extended winged position.
For example, after loitering in a particular region, the outboard
wings may be retracted to some degree in order to take advantage of
the high speed and maneuverability of a lower AR, such as flying at
low altitudes and/or avoiding obstacles when approaching a
target.
[0060] It should be understood that upon full deployment, a portion
of the outboard wing panel may remain within the inboard wing panel
for structural rigidity. This interface between the inboard panel
and the outboard panel provides the necessary structural support
through a structural fitting in the root of the outboard wing and
mechanical reaction points within the inboard wing that provide a
load path for the outboard wing aerodynamic loading.
[0061] FIG. 8 presents a cross sectional view of the telescoping
inboard and outboard wing panels. A linear actuator 16, which
drives the extension of the outboard panel, is also shown
schematically in FIG. 8. It should be understood that the cross
sectional view of FIG. 8, the outboard panel 19 and the inboard
panel 20 are representative of the four wing panels 1, 2, 3 or 4
and with their associated nested outboard wing panels.
[0062] In FIG. 8, the outboard panel 19 nests within the inboard
panel 20. Both panels may be constructed from composite skins
bonded onto an internal composite structure comprising two main
spars. The chord wise spacing of the spars may be configured to
provide the volume necessary to house a linear actuator used to
extend the outboard wing panels. However, alternative methods and
materials may be used to fabricate the inboard and outboard
wings.
[0063] A cross section of telescopic panel actuator 16 (used to
extend the outboard panel 19) is shown housed in a cavity internal
to the outboard panel 19. This cavity is formed by the outboard
wing panel skins 21 above and below and by two spars 22 that extend
the length of the outboard panel 19.
[0064] FIG. 9 shows a representative volume and mechanism that may
be used for the linear actuator 16 for driving the telescoping
action of the outboard panels 12, 13, 14, and 15, shown in FIG. 1,
in accordance with one embodiment of the invention. The actuator 16
includes an inboard end 18 and an outboard end 28. The inboard end
18 may be secured to the root of the inboard wing, for example
inboard wing 1 in FIG. 1. Alternatively, the inboard end 18 may
also be secured to the fuselage or other fixed element. As shown in
FIG. 8, the length of the actuator 16 is nested inside of the
outboard wing 19.
[0065] FIG. 10 shows a blown up detail view of end 18 of the
actuator 16 shown in FIG. 9. Tabs 30 may be secured to the inboard
portion of the outboard wing 19 and may be configured to translate
along slots 31 when the actuator 16 is activated. By attaching the
outboard wing panel 19 to the tabs 30, the outboard wing panel 19
telescopes out of the inboard wing panel 20 as the tab 30 moves
from the inboard end 18 of the actuator 16 to the outboard end 28.
Upon activation and movement of the tabs 30, the deployment of the
outboard wings may be effectuated as schematically shown in FIG.
7.
[0066] As would be apparent to one of skill in the art, the length
of the actuator 16 may vary depending on the desired extension of
the outboard wing. Further, it should be understood that different
amounts of extension may be available through varying the length of
the actuator 16 or by controlling the amount of extension of the
actuator 16. Although the linear actuator 16 is shown and described
as being used with each pair of inboard and outboard wing panels,
it would be apparent to one of ordinary skill in the art that a
single linear actuator 16 may be used to drive two connected
outboard wing panels to an extended position. Additionally, one
actuator 16 may be included as redundant, included for use in the
case of failure of a primary actuator.
[0067] Other linear actuators may be used to deploy or drive the
telescoping action of the outboard wings. For example, the linear
actuator 16 may be replaced with a ball screw or cylinder
containing gas under pressure to extend the outboard wing panels.
The ball screw linear actuator may include a ball screw assembly,
similar to aircraft flap drives, where both free ends of the ball
screw are secured to the inboard wing and the ball screw is secured
to the root of the outboard wing panel.
[0068] One example of a pressurized gas system may include
configuring the inboard wing as a cylinder and the outboard wing as
a piston (not shown in the figures). The gas driven system may then
use compressed gas or gas from an onboard generator to pressurize
the internal volume of air in the inboard wing panel, creating a
piston in a cylinder arrangement where the outboard wing panel acts
as the piston and the inboard wing panel acts as the cylinder.
[0069] FIG. 11 shows a schematic representation of one example of a
mechanism for driving the tabs 30 from end 18 to end 28 of the
actuator 16 in accordance with one embodiment of the invention. The
actuator shown in FIG. 11, for example, may include a box shaped
structure 26 in the shape of actuator 16, which functions to
support the internal mechanism and the telescoping outboard wing
panel. In one embodiment, the structural box 26 may be designed to
support an elastic cord 27 that is initially stretched and latched
or secured in the position shown in FIG. 11. The cord 27 may extend
be secured to the inboard end 18 and extend the length of the
actuator, around a pulley 29 located at the outboard end 28, and
back the length of the actuator to attach to the movable tabs 30.
As would be apparent to those of skill in the art, conventional
latches and/or releasable locks may be used to secure the cord 27
under tension until the actuator 16 is activated. In one example,
the cord may be constructed from any well known eleastomer capable
of 300% strain. For example a latex elastomer may be used. The tabs
30 may be bonded to the elastomer and the opposing end of the
elastomer may be bonded to the inboard end of the box shaped
structure 26. The free end of the elastomer may be stretched from a
16 inches in length, in its free state, to a stretched length of 64
inches. During the stretching process and as the length exceeds 32
inches the elastomer engages the pulley 29 at the outboard end 28.
When the full length of 64 inches is reached, conventional latches
and/or releasable locks may latch the tabs in place.
[0070] When the actuator is activated, the cord 27 may be
configured to contract, effectively pulling the tabs 30 in the
direction 32 shown in FIG. 11. The cord 27 may be configured to use
the stored elastic energy initial stored in the cord during
assembly to contract around the pulley 29. By transferring the
actuating force to the tabs 30, the root of the outboard wing panel
(which is connected to the tabs 30) telescopes outward, extending
the outboard wing panel. In one example, the cord 27 may contract
to approximately half of its original stretched length, pulling the
root of the outboard panel to its fully extended position.
[0071] Alternative methods may be used to secure the cord 27 in a
stretched condition prior to activation. For example, a shape
memory polymer may be applied to cord 27 forming a hybrid cord. The
shape memory polymer, such as Veriflex.RTM. from CRG Industries,
LLC in Dayton, Ohio, may be configured to hold the cord 27 in
position. Upon activation by heat or by application of an
electrical current, the shape memory polymer may become deformable
or elastic, allowing the cord 27 to contract, effectively driving
the tabs 30 as discussed above. Once deployed to the desired
distance, the shape memory polymer may be allowed to resume a rigid
configuration, freezing or locking the tabs 30 in a deployed
position. It should be understood that the hybrid cord may be used
to deploy the outboard wing panels incrementally, providing an
increase in AR as needed.
[0072] Aerodynamic control for the vehicle shown in FIG. 1 may be
achieved through differential manipulation of the lift of the wing
panels through actuation of trailing edge flaps or control
surfaces. As shown in FIG. 1, each of the inboard wing panels 1, 2,
3, and 4 include an inboard trailing edge flap 50 and each of the
outboard wing panels 12, 13, 14, and 15 include outboard trailing
edge flap 60 that provide aerodynamic control. Control actuators
may be used to control the position of the trailing edge flaps.
[0073] By way of example, fore and aft differential manipulation of
the lift between the backward sweeping wing panels (1, 2, 12, and
13 in FIG. 1) and the forward sweeping wing panels (3, 4, 14, and
15 in FIG. 1) may be used to provide pitch control. Right to left
differential manipulation of the lift between the right wing panels
(2, 4, 13, and 15 in FIG. 1) and left wing panels (1, 3, 12, and 14
in FIG. 1) may be used to provide roll control. Directional control
may be achieved through turning moments achieved by a combination
the manipulation of lift on the vertically oriented connectors 8,
shown in FIG. 1, joining the forward and aft wing panels and
differential manipulation of the drag produced by these vertically
oriented connectors. It should be understood that small trailing
edge flaps and control surfaces, as described below, may also be
used on other sections of the wing panels and on the vertical
connector panels 8 to provide additional yaw control.
[0074] FIG. 12 shows a trailing edge flap 34 that may be used, for
example, for the trailing edge flaps 50 and 60 shown in FIG. 1. As
shown in FIG. 12, the trailing edge flap 34 is integrated into the
trailing edge of an inboard wing panel 12. The inboard wing panel
12 includes a articulated pivot joint 9 and the trailing edge flap
34. A hinge 36 may attach the trailing edge flap 34 to the wing
panel 12. The flap 34 may be configured as a high aspect ratio flap
where the flap includes a small flap chord compared to the flap
span. It should be understood that the trailing edge flap 34 may be
sized and shaped according to the size and shape of the aerial
vehicle.
[0075] One means of controlling the trailing edge flap 34 may
include commercially available actuators similar to those used in a
remote control airplanes, such as the Futaba Servo Model S3050,
manufactured by Futaba Industries in Huntsville, Ala. For example,
the remote control actuator may be used to control the trailing
edge flap 34. Depending on the size of the aerial vehicle and the
size of the servo, the design of the wing panel may require that
the servo be positioned external to the wing panel. For example,
the servo actuator may be positioned in or on the fuselage and
require linkages to connect the actuator to the trailing edge
flap.
[0076] Alternatively, if the aerial vehicle is sufficiently sized,
the servo actuator may be configured and positioned internal the
wing. FIG. 13 presents one example of a cross section view of the
wing panel 12 and the trailing edge flap 34, illustrating one
example of a rotary servo actuator 41, the Futaba Servo Model
S3050, installed internal to a wing panel. A linkage 42 may be
configured to pass through an opening in the skin 21 and convert
the rotary motion of the servo actuator output wheel 44 to linear
motion of the linkage 42. The linear motion at the end of the
linkage 42 may be transferred into an angular motion at an arm 43
eccentric to the trailing edge flap hinge 36. The servo actuator
may then control the deflection of the trailing edge flap 34 about
the hinge 36. In one example of the arrangement shown in FIG. 13,
the trailing edge flap may be capable of a deflection of 30 degrees
up or down. It should be understood that the control surface
trailing edge flap and actuator shown in FIG. 13 may be used on
other airfoil configurations and on various aerial vehicles in
accordance with embodiments of the invention.
[0077] Referring back to FIG. 1, the manipulation of lift on the
joined tandem wings may be accomplished through the use of trailing
edge devices 50, located on the inboard panels 1, 2, 3, and 4, and
through the trailing edge devices 60, located on the outboard
panels 12, 13, 14, and 15, of the joined tandem wings. As such,
deflection of the trailing edge devices may be used to manipulate
lift on the inboard or outboard panels and ultimately to manipulate
lift for the entire aerial vehicle and the joined pair of tandem
wings. Additionally, it should be understood that the number, size,
and placement of the control surfaces 50 and 60 shown in FIG. 1 may
be changed.
[0078] However, as would be apparent to those of skill in the art,
alternative combinations of trailing edge devices may be used. For
example, the trailing edge flap device shown in FIG. 13 may be
exclusively used on all inboard and outboard wing panels.
Additionally, various other combinations of trailing edge devices
may be used on the inboard and outboard wing panels. It is also
contemplated that other control surfaces and aerodynamic controls
may be used instead of the trailing edge devices 50 and 60 shown in
FIG. 1. By way of example, aerodynamic control may be provided by a
propulsion system or by permanent or deployable tail panels (not
shown in the figures) mounted at the rear of the fuselage.
[0079] The foregoing merely illustrates the principles of the
invention. It will thus be appreciated that those skilled in the
art will be able to devise numerous other arrangements which embody
the principles of the invention and are thus within its spirit and
scope.
* * * * *