Automated deployable wing blades for aircraft wings

Abstract

The present invention relates to an automated deployable wing blade for an aircraft wing. An example device includes a wing blade, a latch actuator, and a biasing actuator. The wing blade is connected to the wing of the aircraft. The wing blade can move between a stowed position and a deployed position relative to the wing, in which the panel of the wing blade extends along the skin of the wing, and in the deployed position, the panel extends away from the skin at an upward angle. When the wing blade is in the deployed position, the panel hinders the airflow along the span direction of the wing. The latch actuator can move between a first position and a second position, in which the latch actuator maintains the wing blade in the stowed position, and in the second position, the latch actuator releases the wing blade from the stowed position. The latch actuator moves from the first position to the second position in response to a control signal received at the latch actuator. The biasing actuator moves the wing blade from the stowed position to the deployed position in response to the latch actuator moving from the first position to the second position.

Description

Technical Field

[0001] The present disclosure relates generally to wing blades for aircraft wings and, more particularly, to automated deployable wing blades for aircraft wings. Background Art

[0002] Wing blades may be implemented on the wings of an aircraft (e.g., a swept wing aircraft) to impede (e.g., block) spanwise airflow along the wing to improve aircraft handling at reduced speeds (e.g., lower speeds during takeoff and / or landing operations of the aircraft relative to higher speeds during cruise operations of the aircraft). Conventional wing blades are positioned and / or arranged in a generally chordwise direction along the top side of the aircraft wing.

[0003] Some conventional wing blades are fixed in position on the aircraft wing and / or are immovably coupled to the aircraft wing, such that such conventional wing blades generate and / or produce drag throughout the flight of the aircraft (e.g., during takeoff operations, during cruise operations, and during landing operations). Other conventional wing blades can be deployed and / or retracted between a vertically deployed position extending upward from the aircraft wing and a vertically stowed position within the airfoil of the aircraft wing, but space-consuming mechanical linkages are typically required to actuate such movement of the wing blade, which is under the control of the aircraft pilot.

[0004] It is with respect to these and other considerations that the present disclosure made herein is presented. Summary of the invention

[0005] Disclosed herein is an example automated (e.g., controllable) deployable wing blade for an aircraft wing. In some examples, a device is disclosed. In some disclosed examples, the device includes a wing blade, a latch actuator, and a bias actuator. In some disclosed examples, the wing blade is connected to the wing of the aircraft. In some disclosed examples, the wing blade can be moved relative to the wing between a stowed position and a deployed position, in which the panel of the wing blade extends along the skin of the wing, and in the deployed position, the panel extends away from the skin at an upward angle. In some disclosed examples, the panel is configured to hinder the airflow along the span direction of the wing when the wing blade is in the deployed position. In some disclosed examples, the latch actuator can be moved between a first position and a second position, in which the latch actuator maintains the wing blade in the stowed position, and in the second position, the latch actuator releases the wing blade from the stowed position. In some disclosed examples, the latch actuator is configured to move from the first position to the second position in response to a control signal received at the latch actuator. In some disclosed examples, the biasing actuator is configured to move the flap from the stowed position to the deployed position in response to the latch actuator moving from the first position to the second position.

[0006] In some examples, a method for moving a wing blade connected to an aircraft wing is disclosed. In some disclosed examples, the method includes the following steps: moving the wing blade between a stowed position and an extended position, in the stowed position, the panel of the wing blade extends along the skin of the wing, and in the extended position, the panel extends away from the skin at an upward angle. In some disclosed examples, the panel hinders the airflow along the span direction of the wing when the wing blade is in the extended position. In some disclosed examples, the movement of the wing blade includes moving a latch actuator from (a) a first position to (b) a second position, in the first position, the latch actuator maintains the wing blade in the stowed position, and in the second position, the latch actuator releases the wing blade from the stowed position. In some disclosed examples, the movement of the latch actuator is in response to a control signal received at the latch actuator. In some disclosed examples, the movement of the wing blade includes moving the wing blade from the stowed position to the extended position via a biasing actuator in response to the movement of the latch actuator from the first position to the second position. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 An example aircraft is illustrated that may implement an example automated deployable wing blade in accordance with the teachings of the present disclosure.

[0008] Figure 2 Illustrated Figure 1 Examples of automated deployable wing blade deployment, Figure 1 Example aircraft.

[0009] Figure 3 is taken from the example center axis looking inward and across the example axis, Figure 1 and Figure 2 A cross-sectional view of a first example wing blade, wherein the first wing blade is Figure 1 Example of a collapsed position.

[0010] Figure 4 is in Figure 1 and Figure 3 Example of collapsed position Figures 1 to 3 A plan view of a first example wing blade.

[0011] Figure 5 is viewed from the outside of the example inner portion of the first example wing Figures 1 to 4 A side view of a first example wing blade, the first wing blade is in Figure 1 , Figure 3 as well as Figure 4 Example of a collapsed position.

[0012] Figure 6 Looking backward along the example center axis of the example axis Figures 1 to 5 A front view of a first example wing knife, wherein the first wing knife is in Figure 1 as well as Figures 3 to 5Example of a collapsed position.

[0013] Figure 7 is taken from the example center axis looking inward and across the example axis, Figures 1 to 6 A cross-sectional view of a first example wing blade, wherein the first wing blade is Figure 2 Example of expanded location.

[0014] Figure 8 is in Figure 2 and Figure 7 Example of expanded position in Figures 1 to 7 A plan view of a first example wing blade.

[0015] Fig. 9 is viewed from the outside of the example inner portion of the first example wing Figures 1 to 8 A side view of a first example wing blade, the first wing blade is in Figure 2 , Figure 7 as well as Figure 8 Example of expanded location.

[0016] Fig.10 Looking backward along the example center axis of the example axis Figures 1 to 9 A front view of a first example wing knife, wherein the first wing knife is in Figure 2 as well as Figures 7 to 9 Example of expanded location.

[0017] Fig.11 Another example aircraft that may implement an example automated deployable wing blade according to the teachings of the present disclosure is illustrated.

[0018] Fig.12 Illustrated Fig.11 Examples of automated deployable wing blade deployment, Fig.11 Example aircraft.

[0019] Fig.13 is taken from the example center axis looking inward and across the example base, Fig.11 and Fig.12 A cross-sectional view of a first example wing blade, wherein the first wing blade is Fig.11 Example of a collapsed position.

[0020] Fig.14 is in Fig.11 and Fig.13 Example of collapsed position Figures 11 to 13 A plan view of a first example wing blade.

[0021] Fig.15 is viewed from the outside of the example inner portion of the first example wing Figures 11 to 14 A side view of a first example wing blade, the first wing blade is in Fig.11 , Fig.13 as well as Fig.14 Example of a collapsed position.

[0022] Fig.16 Looking backward along the central axis of the example base Figures 11 to 15 A front view of a first example wing knife, wherein the first wing knife is in Fig.11 as well as Figures 13 to 15 Example of a collapsed position.

[0023] Fig.17 is taken from the example center axis looking inward and across the example base, Figures 11 to 16 A cross-sectional view of a first example wing blade, wherein the first wing blade is Fig.12 Example of expanded location.

[0024] Fig.18 is in Fig.12 and Fig.17 Example of expanded position in Figures 11 to 17 A plan view of a first example wing blade.

[0025] Fig.19 is viewed from the outside of the example inner portion of the first example wing Figures 11 to 18 A side view of a first example wing blade, the first wing blade is in Fig.12 , Fig.17 as well as Fig.18 Example of expanded location.

[0026] Fig. 20 Looking backward along the central axis of the example base Figures 11 to 19 A front view of a first example wing knife, wherein the first wing knife is in Fig.12 as well as Figures 17 to 19 Example of expanded location.

[0027] Fig.21 is a cross-sectional view of an example wing blade having a single example planar panel positioned in an example stowed position relative to an example curved wing.

[0028] Fig. 22 is a cross-sectional view of an example wing blade having a plurality of example planar panels respectively positioned in corresponding example stowed positions relative to an example curved wing.

[0029] Fig.23 yes Fig. 22 A cross-sectional view of an example wing blade having a Fig. 22 An example curved wing is shown with multiple example planar panels respectively positioned in corresponding example deployed positions.

[0030] Fig.24is a cross-sectional view of an example wing blade having a plurality of example panels respectively positioned in corresponding example recessed stowed positions relative to an example curved wing.

[0031] Fig.25 yes Fig.24 A cross-sectional view of an example wing blade having a Fig.24 An example curved wing is shown with multiple example panels respectively positioned in corresponding example deployed positions.

[0032] Fig.26 is a block diagram of an example flight control system for an example aircraft that controls an example automated deployable wing blade that may be implemented in accordance with the teachings of the present disclosure.

[0033] Specific examples are shown in the drawings identified above and described in detail below. In describing these examples, similar or identical reference numerals are used to identify the same or similar elements. The drawings are not necessarily to scale, and certain features and certain views of the drawings may be exaggerated in scale or shown in schematic form for the sake of clarity and / or brevity. DETAILED DESCRIPTION

[0034] Wing blades may be implemented on the wings of an aircraft (e.g., a swept wing aircraft) to impede (e.g., block) spanwise airflow along the wing to improve aircraft handling at reduced speeds (e.g., lower speeds during takeoff and / or landing operations of the aircraft relative to higher speeds during cruise operations of the aircraft). Conventional wing blades implemented on aircraft wings typically have relatively large wetted areas that generate and / or produce drag while the aircraft is in flight.

[0035] Some conventional winglets are fixed in position on an aircraft wing and / or are immovably coupled to the wing of the aircraft such that such conventional winglets generate and / or produce drag throughout the flight of the aircraft (e.g., during takeoff operations, during cruise operations, and during landing operations). While implementing such conventional winglets on an aircraft wing to obstruct spanwise airflow along the wing can advantageously improve the handling of the aircraft during low-speed operations (e.g., during takeoff and / or landing), this advantage is not without disadvantages. For example, the presence of such conventional winglets may cause an undesirable loss of aerodynamic performance (e.g., drag) during high-speed operations of the aircraft (e.g., during cruise).

[0036] Other conventional wing blades are movable (e.g., deployable and / or retractable) between a vertically deployed position extending upward from an aircraft wing and a vertically stowed position within the aerofoil of the aircraft wing. While implementing such movable conventional wing blades on an aircraft wing to impede spanwise airflow along the wing can advantageously improve the handling of the aircraft during low-speed operations (e.g., during takeoff and / or landing), this advantage is again not without disadvantages. For example, such movable conventional wing blades typically require space-consuming in-wing mechanical linkages to actuate and / or move the wing blades between their respective deployed and stowed positions, such mechanical linkages being under the control of the aircraft pilot.

[0037] In the absence of the implementation of conventional wing blades as described above, an aircraft is typically required to implement one or more other countermeasures to mitigate spanwise airflow along the aircraft wing during low-speed operation. Known countermeasures undesirably increase the costs associated with designing, testing, installing and / or otherwise implementing the wing and / or, more generally, the aircraft.

[0038] Different from the above-mentioned traditional wing blade and / or other countermeasures, the example deployable wing blade disclosed herein is automated (e.g., controllable) via latch actuator and bias actuator. In some disclosed examples, the deployable wing blade is connected (e.g., rotatably connected) to the aircraft wing so that the wing blade can move relative to the wing between the stowed position and the deployed position, in which the panel of the wing blade extends along the skin of the wing, and in the deployed position, the panel extends away from the skin with an upward angle. The panel is constructed to hinder the airflow around the aircraft when the wing blade is in the deployed position. For example, the panel can hinder the airflow along the spanwise direction of the wing when the wing blade is in the deployed position. As another example, the panel can trigger and / or generate vortices along the wing when the wing blade is in the deployed position. In some disclosed examples, the latch actuator can move between a first position and a second position, in which the latch actuator maintains the wing blade in the stowed position, and in the second position, the latch actuator releases the wing blade from the stowed position. The latch actuator is configured to move from a first position to a second position in response to a control signal (e.g., an electronic control signal) received at the latch actuator. In some disclosed examples, the biasing actuator is configured to move the wing blade from the stowed position to the deployed position in response to the latch actuator moving from the first position to the second position.

[0039] The example automation (e.g., controllable) deployable wing blade disclosed herein provides a large number of advantages over the above-mentioned traditional wing blade. For example, the mobility (e.g., movement from the deployed position to the stowed position) of the automation deployable wing blade disclosed herein advantageously reduces the loss (e.g., drag) of undesirable aerodynamic performance during the high-speed operation of the aircraft (e.g., during cruising). As another example, the automation deployable wing blade disclosed herein provides a stowed position for the wing blade, whereby the wing blade extends along the skin of the wing (vertically opposite in the wing), thereby advantageously increasing the amount of unused space in the wing relative to the amount of space that can be consumed by mechanical linkages in the wing in other ways, and these linkages are associated with the above-mentioned vertically deployable traditional wing blade. As another example, the automation deployable wing blade disclosed herein facilitates the non-pilot operation (e.g., deployment and retraction) of the wing blade, which advantageously ensures that the wing blade is deployed and / or retracted at the appropriate time and / or under appropriate flight conditions.

[0040] Figure 1 An example aircraft 100 is illustrated that may implement an example automated deployable wing blade in accordance with the teachings of the present disclosure. Figure 1 Illustrated Figure 1 Examples of automated deployable wing blade stowage, Figure 1 An example aircraft 100 is shown. Figure 2 Illustrated Figure 1 Examples of automated deployable wing blade deployment, Figure 1 The example aircraft 100 is shown in FIG. 1 . The aircraft 100 may be any form and / or type of aircraft, including, for example, a civilian (e.g., commercial or business) aircraft, a military aircraft, a manned (e.g., piloted) aircraft, an unmanned aircraft (e.g., a drone), etc. Figure 1 and Figure 2 In the illustrated example, the aircraft 100 includes an example fuselage 102, a first example wing 104 (e.g., a left wing), a second example wing 106 (e.g., a right wing), a first example wing blade 108 (e.g., a left wing blade), and a second example wing blade 110 (e.g., a right wing blade). Figure 1 and Figure 2 The illustrated example depicts only a single wing blade located on each wing of the aircraft 100 (e.g., first wing blade 108 located on first wing 104 and second wing blade 110 located on second wing 106), but other example implementations may include multiple (e.g., 2, 3, 4, etc.) wing blades located on each wing of the aircraft 100. In some examples, the position, size, and / or shape of each of the wing blades of the aircraft 100 (e.g., first wing blade 108 and second wing blade 110) may be relative to each other. Figure 1 and Figure 2 The blades shown are in different locations, sizes and / or shapes.

[0041] Figure 1 and Figure 2 The fuselage 102 has a generally cylindrical shape that defines an example longitudinal axis 112 of the aircraft 100 . Figure 1 and Figure 2 The first wing 104 and the second wing 106 are respectively coupled to the fuselage 102 and swept in a rearward direction of the aircraft 100. The first wing 104 includes an example skin 114 that forms an outer surface of the first wing 104 (e.g., forms all or part thereof), and the second wing 106 includes an example skin 116 that forms an outer surface of the second wing 106 (e.g., forms all or part thereof).

[0042] Figure 1 and Figure 2 The first airfoil 104 of the embodiment of the present invention defines an example spanwise direction 118 moving from an example inboard portion 120 of the first airfoil 104 (e.g., inboard relative to the spanwise position of the first airfoil 108) toward an example outboard portion 122 of the first airfoil 104 (e.g., outboard relative to the spanwise position of the first airfoil 108). The spanwise direction 118 defined by the first airfoil 104 represents a direction of spanwise airflow that may occur along the first airfoil 104. The first airfoil 104 also defines an example chordwise direction 124 moving from an example leading edge 126 of the first airfoil 104 toward an example trailing edge 128 of the first airfoil 104. The chordwise direction 124 defined by the first airfoil 104 represents a direction of chordwise airflow (e.g., cruising airflow) that may occur along the first airfoil 104.

[0043] Figure 1 and Figure 2 The second airfoil 106 of the embodiment of the present invention defines an example spanwise direction 130 moving from an example inboard portion 132 of the second airfoil 106 (e.g., inboard relative to the spanwise position of the second airfoil 110) toward an example outboard portion 134 of the second airfoil 106 (e.g., outboard relative to the spanwise position of the second airfoil 110). The spanwise direction 130 defined by the second airfoil 106 represents a direction of spanwise airflow that may occur along the second airfoil 106. The second airfoil 106 also defines an example chordwise direction 136 moving from an example leading edge 138 of the second airfoil 106 toward an example trailing edge 140 of the second airfoil 106. The chordwise direction 136 defined by the second airfoil 106 represents a direction of chordwise airflow (e.g., cruising airflow) that may occur along the second airfoil 106.

[0044] Figure 1 and Figure 2 The first wing blade 108 is rotatably coupled to the first wing 104 so that the first wing blade 108 can be rotated Figure 1 Stowed position shown Figure 2The first wing blade 108 includes an exemplary panel 142. Figure 1 and Figure 2 In the illustrated example, the panel 142 of the first wing blade 108 is in the first position of the wing blade 108. Figure 1 When in the stowed position shown, the first wing blade 108 extends along the skin 114 of the first wing 104 (e.g., in an inboard direction toward the longitudinal axis 112). In some examples, when the first wing blade 108 is in the stowed position, the first wing blade 108 extends along the skin 114 of the first wing 104 (e.g., in an inboard direction toward the longitudinal axis 112). Figure 1 When in the stowed position shown, the panel 142 of the first wing blade 108 extends along the skin 114 of the first wing 104 and is positioned above and / or on top of the skin. Figure 1 When in the stowed position shown, the panel 142 of the first blade 108 extends along the skin 114 of the first wing 104 and is recessed (eg, fully or partially recessed) relative to the skin.

[0045] When the first wing blade 108 is in Figure 2 When in the deployed position shown, the panel 142 of the first wing blade 108 extends away from the skin 114 of the first wing 104 at an upward angle (e.g., vertically). Figure 2 When in the deployed position shown, the panel 142 of the first wing blade 108 is configured to impact the airflow around the aircraft 100. For example, when the first wing blade 108 is in Figure 2 When in the deployed position shown, the panel 142 can block the spanwise airflow occurring along the spanwise direction 118 of the first wing 104. As another example, when the first wing blade 108 is in the Figure 2 When in the deployed position as shown, the panels 142 may induce and / or generate vortices along the first wing 104 .

[0046] Panel 142 and / or more generally, Figure 1 and Figure 2 The first wing blade 108 is rotatably coupled to the Figure 1 and Figure 2 The first wing 104. Figure 1 and Figure 2In the illustrated example of FIG. 1 , the central axis 146 of the shaft 144 is parallel to the chordwise direction 124 of the first wing 104. In other examples, the central axis 146 of the shaft 144 may be tilted (e.g., at a toe angle or a toe angle) relative to the chordwise direction 124 of the first wing 104. For example, the central axis 146 of the shaft 144 may be tilted at a toe angle relative to the chordwise direction 124 of the first wing 104 such that a first end of the shaft 144 positioned toward the leading edge 126 of the first wing 104 is positioned closer to the longitudinal axis 112 of the aircraft 100 than a second end of the shaft 144 positioned toward the trailing edge 128 of the first wing 104. As another example, the central axis 146 of the shaft 144 may be tilted at a toe angle relative to the chord-wise direction 124 of the first wing 104 such that a first end of the shaft 144 positioned toward the leading edge 126 of the first wing 104 is positioned further away from the longitudinal axis 112 of the aircraft 100 than a second end of the shaft 144 positioned toward the trailing edge 128 of the first wing 104 .

[0047] Figure 1 and Figure 2 The first wing blade 108 is configured to be movable via a latch actuator and a biasing actuator associated with the first wing blade 108. Figure 1 The stowed position shown moves to Figure 2 Shown in the expanded position. Figure 1 and Figure 2 In the illustrated example, the example latch actuator 148 is movable between a first position (e.g., an engaged position) and a second position (e.g., a disengaged position), in which the latch actuator 148 maintains the first wing blade 108 in the first position. Figure 1 In the stowed position shown, and in the second position, the latch actuator 148 moves the first wing blade 108 from Figure 1 The biasing actuator operatively coupled to the first wing blade 108 biases the first wing blade 108 to move from the stowed position shown. Figure 1 The stowed position shown moves to Figure 2 The biasing actuator is configured to move the first wing blade 108 from a first position (eg, an engaged position) to a second position (eg, a disengaged position) in response to the latch actuator 148 moving from a first position (eg, an engaged position) to a second position (eg, a disengaged position). Figure 1 The stowed position shown moves to Figure 2 The expanded position shown below Figures 3 to 10 Example arrangements for implementing the latch actuator 148 and the biasing actuator associated with the first wing 108 are described.

[0048] exist Figure 1 and Figure 2In the illustrated example of , a latch actuator 148 associated with the first wing blade 108 is configured to move from a first position (e.g., an engaged position) to a second position (e.g., a disengaged position) in response to a control signal received at the latch actuator 148 from a controller of a flight control system of the aircraft 100. The flight control system includes one or more sensors configured to detect one or more operating characteristics of the aircraft 100, including, for example, airspeed, angle of attack, and / or airflow angle. In some examples, the controller is configured to send a signal to the controller in response to the controller determining that one or more operating characteristics violate and / or fail to meet one or more corresponding thresholds. Figure 1 and Figure 2 In some examples, the flight control system includes a user interface configured to present data corresponding to the operating characteristics detected by the sensor. In some examples, the controller is configured to send a control signal to the latch actuator 148 in response to the controller receiving the actuation command from the user interface of the flight control system. Figure 1 and Figure 2 The latch actuator 148 sends a control signal. Fig.26 An example apparatus for implementing a flight control system for aircraft 100 is described.

[0049] In some examples, the latch actuator 148 associated with the first wing blade 108 is configured to be maintained in a locked position during cruise operation of the aircraft 100 having a first speed. Figure 1 The latch actuator 148 is configured to be in a first position (e.g., an engaged position) as shown, and the latch actuator 148 is also configured to be engaged during a deceleration operation (e.g., a takeoff or landing operation) of the aircraft 100 having a second speed that is less than the first speed. Figure 1 The first position (eg, the engaged position) shown is moved to Figure 2 The second position (eg, disengaged position) is shown.

[0050] Figure 1 and Figure 2 The second wing blade 110 is rotatably connected to the second wing 106 so that the second wing blade 110 can be rotated at Figure 1 Stowed position shown Figure 2 The second wing blade 110 includes an exemplary panel 150. Figure 1 and Figure 2 In the illustrated example, the panel 150 of the second wing blade 110 is Figure 1 When in the stowed position shown, the second wing blade 110 extends along the skin 116 of the second wing 106 (e.g., in an inboard direction toward the longitudinal axis 112). In some examples, when the second wing blade 110 is in the stowed position, the second wing blade 110 extends along the skin 116 of the second wing 106 (e.g., in an inboard direction toward the longitudinal axis 112). Figure 1When in the stowed position shown, the panel 150 of the second wing blade 110 extends along the skin 116 of the second wing 106 and is positioned above and / or on top of the skin. Figure 1 When in the stowed position shown, the panel 150 of the second blade 110 extends along the skin 116 of the second wing 106 and is recessed (eg, fully or partially recessed) relative to the skin.

[0051] When the second wing blade 110 is in Figure 2 When in the deployed position shown, the panel 150 of the second wing blade 110 extends at an upward angle (e.g., vertically) away from the skin 116 of the second wing 106. Figure 2 When in the deployed position shown, the panel 150 of the second wing blade 110 is configured to impact the airflow around the aircraft 100. For example, when the second wing blade 110 is in Figure 2 When in the deployed position shown, the panel 150 can block the spanwise airflow occurring along the spanwise direction 130 of the second wing 106. As another example, when the second wing blade 110 is in the Figure 2 When in the deployed position as shown, the panels 150 may induce and / or generate vortices along the second wing 106 .

[0052] Panel 150 and / or more generally, Figure 1 and Figure 2 The second wing blade 110 is rotatably coupled to the Figure 1 and Figure 2 The second wing 106. Figure 1 and Figure 2 In the illustrated example of FIG. 1 , the central axis 154 of the shaft 152 is parallel to the chordwise direction 136 of the second wing 106. In other examples, the central axis 154 of the shaft 152 may be tilted (e.g., at a toe angle or a toe angle) relative to the chordwise direction 136 of the second wing 106. For example, the central axis 154 of the shaft 152 may be tilted at a toe angle relative to the chordwise direction 136 of the second wing 106 such that a first end of the shaft 152 positioned toward the leading edge 138 of the second wing 106 is positioned closer to the longitudinal axis 112 of the aircraft 100 than a second end of the shaft 152 positioned toward the trailing edge 140 of the second wing 106. As another example, the central axis 154 of the shaft 152 may be tilted at a toe angle relative to the chord-wise direction 136 of the second wing 106 such that a first end of the shaft 152 positioned toward the leading edge 138 of the second wing 106 is positioned further away from the longitudinal axis 112 of the aircraft 100 than a second end of the shaft 152 positioned toward the trailing edge 140 of the second wing 106 .

[0053] Figure 1 and Figure 2 The second wing blade 110 is configured to be movable via a latch actuator and a biasing actuator associated with the second wing blade 110. Figure 1 The stowed position shown moves to Figure 2 Shown in the expanded position. Figure 1 and Figure 2 In the illustrated example, the example latch actuator 156 is movable between a first position (e.g., an engaged position) and a second position (e.g., a disengaged position), in which the latch actuator 156 maintains the second wing blade 110 in the first position. Figure 1 In the stowed position shown, and in the second position, the latch actuator 156 moves the second wing blade 110 from Figure 1 The biasing actuator operatively coupled to the second wing blade 110 biases the second wing blade 110 to Figure 1 The stowed position shown moves to Figure 2 The biasing actuator is configured to move the second wing blade 110 from the first position (eg, engaged position) to the second position (eg, disengaged position) in response to the latch actuator 156 moving from the first position (eg, engaged position) to the second position (eg, disengaged position). Figure 1 The stowed position shown moves to Figure 2 The expanded position shown below Figures 3 to 10 Example arrangements for implementing the latch actuator 156 and the biasing actuator associated with the second wing 110 are described.

[0054] exist Figure 1 and Figure 2 In the illustrated example of , the latch actuator 156 associated with the second wing blade 110 is configured to move from a first position (e.g., an engaged position) to a second position (e.g., a disengaged position) in response to a control signal received at the latch actuator 156 from a controller of a flight control system of the aircraft 100. The flight control system includes one or more sensors configured to detect one or more operating characteristics of the aircraft 100, including, for example, airspeed, angle of attack, and / or airflow angle. In some examples, the controller is configured to send a signal to the controller in response to the controller determining that one or more operating characteristics violate and / or fail to meet one or more corresponding thresholds. Figure 1 and Figure 2 In some examples, the flight control system includes a user interface configured to present data corresponding to the operating characteristics detected by the sensor. In some examples, the controller is configured to send a control signal to the latch actuator 156 in response to the controller receiving the actuation command from the user interface of the flight control system. Figure 1 and Figure 2 The latch actuator 156 sends a control signal. Fig.26 An example apparatus for implementing a flight control system for aircraft 100 is described.

[0055] In some examples, the latch actuator 156 associated with the second wing blade 110 is configured to be maintained in a locked position during cruise operation of the aircraft 100 having a first speed. Figure 1 The latch actuator 156 is configured to be in a first position (e.g., an engaged position) as shown, and the latch actuator 156 is further configured to be engaged during a deceleration operation (e.g., a takeoff or landing operation) of the aircraft 100 having a second speed that is less than the first speed. Figure 1 The first position (eg, the engaged position) shown is moved to Figure 2 The second position (eg, disengaged position) is shown.

[0056] Figures 3 to 10 Provided to be rotatably coupled to Figure 1 and Figure 2 A first example of a wing 104 Figure 1 and Figure 2 Additional views of the first example wing blade 108. More specifically, Figure 3 is taken inboard and across the example center axis 146 of the example shaft 144, Figure 1 and Figure 2 A cross-sectional view of a first example wing blade 108, wherein the first wing blade 108 is in Figure 1 Example of a collapsed position. Figure 4 is in Figure 1 and 3 Example of collapsed position Figures 1 to 3 FIG. 1 is a plan view of a first example wing blade 108 . Figure 5 is viewed from the outside of the example inboard portion 120 of the first example wing 104 Figures 1 to 4 A side view of a first example wing blade 108, wherein the first wing blade 108 is in Figure 1 , Figure 3 as well as Figure 4 Example of a collapsed position. Figure 6 Looking rearward along the example central axis 146 of the example shaft 144 Figures 1 to 5 A front view of a first example wing blade 108, wherein the first wing blade 108 is in Figure 1 as well as Figures 3 to 5 Example of a collapsed position. Figure 7 is taken inboard and across the example center axis 146 of the example shaft 144, Figures 1 to 6 A cross-sectional view of a first example wing blade 108, wherein the first wing blade 108 is in Figure 2 Example of expanded location. Figure 8 is in Figure 2 and Figure 7 Example of expanded position in Figures 1 to 7 FIG. 1 is a plan view of a first example wing blade 108 . Fig. 9is viewed from the outside of the example inboard portion 120 of the first example wing 104 Figures 1 to 8 A side view of a first example wing blade 108, wherein the first wing blade 108 is in Figure 2 , Figure 7 as well as Figure 8 Example of expanded location. Fig.10 Looking rearward along the example central axis 146 of the example shaft 144 Figures 1 to 9 A front view of a first example wing blade 108, wherein the first wing blade 108 is in Figure 2 as well as Figures 7 to 9 Example of expanded location.

[0057] exist Figures 3 to 10 In the illustrated example of , the first wing 108 is rotatably coupled to the first wing 104 via the shaft 144. The shaft 144 includes a first example end 302 coupled to the first wing 104 via a first example shaft seat 304, and further includes a second example end 306, which is positioned opposite the first end 302 and is coupled to the first wing 104 via a second example shaft seat 308. The first end 302 of the shaft 144 is positioned toward the leading edge 126 of the first wing 104 and / or toward the first shaft seat 304, and the second end 306 of the shaft 144 is positioned toward the trailing edge 128 of the first wing 104 and / or the second shaft seat 308.

[0058] The first flap 108 includes a first exemplary end 310, a second exemplary end 312 positioned opposite the first end 310, and an exemplary through hole 314 extending between the first end 310 and the second end 312 of the first flap 108. The first end 310 of the first flap 108 is positioned toward the leading edge 126 of the first wing 104 and / or toward the first shaft seat 304, and the second end 312 of the first flap 108 is positioned toward the trailing edge 128 of the first wing 104 and / or the second shaft seat 308. The shaft 144 passes through and / or extends through the through hole 314 of the first flap 108, such that the shaft 144 and the through hole 314 are positioned parallel and / or coaxially, and such that the first flap 108 is fixed to the shaft 144 via the first shaft seat 304 and the second shaft seat 308. Therefore, the first shaft seat 304 and the second shaft seat 308 fix both the shaft 144 and the first flap 108 to the first wing 104. The first wing blade 108 can rotate about the axis 144 and can also rotate relative to the first wing 104. For example, the first wing blade 108 can rotate about the axis 144. Figure 1 as well as Figures 3 to 6 Stowed position shown Figure 2 as well as Figures 7 to 10 The deployed positions are shown to be rotated relative to the first wing 104 about the axis 144 .

[0059] exist Figures 3 to 10In the illustrated example, the panel 142 of the first wing blade 108 is in the first position of the wing blade 108. Figures 3 to 6 In the stowed position shown, the skin 114 along the first wing 104 extends in an inboard direction (eg, toward the longitudinal axis 112 of the aircraft 100). Figures 3 to 6 As shown, when the first wing blade 108 is in the stowed position, the panel 142 of the first wing blade 108 extends along the skin 114 of the first wing 104 and is positioned above and / or on top of the skin. In other examples, when the first wing blade 108 is in the stowed position, the panel 142 of the first wing blade 108 may extend along the skin 114 of the first wing 104 and be recessed (e.g., fully or partially recessed) relative to the skin. Figures 7 to 10 As shown, when the first wing blade 108 is in the deployed position, the panel 142 of the first wing blade 108 extends away from the skin 114 of the first wing 104 at an upward angle (e.g., vertically). Figures 7 to 10 When in the deployed position shown, the panel 142 of the first wing blade 108 is configured to impact the airflow around the aircraft 100. For example, when the first wing blade 108 is in Figures 7 to 10 When in the deployed position shown, the panel 142 can block the spanwise airflow occurring along the spanwise direction 118 of the first wing 104. As another example, when the first wing blade 108 is in the Figures 7 to 10 When in the deployed position as shown, the panels 142 may induce and / or generate vortices along the first wing 104 .

[0060] exist Figures 3 to 10 In the illustrated example, the panel 142 of the first wing blade 108 is planar. In other examples, the panel 142 of the first wing blade 108 may be non-planar. For example, the panel 142 of the first wing blade 108 may have a non-planar (e.g., curved) aerodynamic shape. In some examples, the non-planar aerodynamic shape may be configured to match and / or mimic the non-planar (e.g., curved) aerodynamic shape of the first wing 104. Figures 3 to 10 In the illustrated example, the panel 142 of the first flap 108 has a trapezoidal shape between the first end 310 of the first flap 108 and the second end 312 of the first flap 108. In other examples, the panel 142 of the first flap 108 may have a different (e.g., non-trapezoidal) shape between the first end 310 of the first flap 108 and the second end 312 of the first flap 108. For example, the panel 142 of the first flap 108 may have a rectangular, square, triangular, semicircular, circular, or oval shape between the first end 310 of the first flap 108 and the second end 312 of the first flap 108, as well as any one of others.

[0061] Figures 3 to 10The first wing blade 108 is configured to be latched via a latch actuator 148 and a biasing actuator associated with the first wing blade 108. Figures 3 to 6 The stowed position shown moves to Figures 7 to 10 Shown in the expanded position. Figures 3 to 10 In the illustrated example, an example spring-loaded shaft 316 is formed via the shaft 144 and an example spring 318 coiled around a portion of the shaft 144. The spring 318 and / or more generally, the spring-loaded shaft 316 acts as and / or operates as a biasing actuator that is configured to cause the first wing blade 108 to move from the first wing blade 108 to the second wing blade 108 according to the position and state of the latch actuator 148. Figures 3 to 6 The stowed position shown moves to Figures 7 to 10 Shown in the expanded position. Figures 3 to 10 In the illustrated example of FIG. 1 , the spring 318 of the spring-loaded shaft 316 is located between the second end 312 of the first wing blade 108 and the second shaft seat 308. The spring 318 and / or more generally, the spring-loaded shaft 316 is operatively coupled to the first wing blade 108 so that the spring 318 and / or the spring-loaded shaft 316 biases the first wing blade 108 to the position of the first wing blade 108. Figures 7 to 10 For example, the spring 318 of the spring-loaded shaft 316 generates a restoring force (e.g., a biasing force) having a restoring force value. In the absence of the latch actuator 148 engaged with the panel 142 of the first wing blade 108, the restoring force generated by the spring 318 causes the first wing blade 108 to move (e.g., rotate) to and / or maintain the first wing blade 108 in the deployed position. Figures 7 to 10 in the expanded position shown.

[0062] exist Figures 3 to 10 In the illustrated example, the first wing blade 108 is Figures 7 to 10 Compared to the deployed position shown, when the first wing blade 108 is in Figures 3 to 6 In the stowed position shown, the spring 318 is in a relatively more wound state. Figures 3 to 6 Compared to the stowed position shown, when the first wing blade 108 is in Figures 7 to 10 In the extended position shown, the spring 318 is in a relatively more unwound state. In other words, as the first wing blade 108 is moved from Figures 7 to 10 The expanded position shown moves to Figures 3 to 6 In the stowed position shown, the spring 318 is wound around the spring loaded shaft 316 and as the first wing blade 108 is moved from Figures 3 to 6 The stowed position shown moves to Figures 7 to 10 In the deployed position shown, the spring 318 is reversely unwound about the spring-loaded axis 316. Figures 3 to 10In the illustrated example, the spring 318 is implemented via one or more torsion springs. In other examples, the spring 318 can be implemented additionally or alternatively via one or more (e.g., alone or in combination) appropriately arranged leaf springs, compression springs and / or tension springs.

[0063] exist Figures 3 to 10 In the illustrated example of , the latch actuator 148 is implemented via an example electromechanical latch 402 having an example solenoid 404 and an example armature 406 operatively coupled to the solenoid 404. The armature 406 and / or more generally, the electromechanical latch 402 has an example center axis 408. The armature 406 is movable (e.g., slidable and / or translatable) along the center axis 408 via operation of the solenoid 404. For example, the solenoid 404 can respond to a control signal (e.g., an electronic control signal) received at the solenoid 404 such that the armature 406 moves (e.g., retracts) along the center axis 408 from a first position (e.g., an engaged position) to a second position (e.g., a disengaged position). Figures 3 to 10 In the illustrated example of FIG. 4 , the solenoid 404, the armature 406, and / or more generally, the electromechanical latch 402 have a trapezoidal cross-sectional shape configured to reduce drag along the first wing 104. In other examples, the solenoid 404, the armature 406, and / or the electromechanical latch 402 may have a trapezoidal cross-sectional shape. Figures 3 to 10 The shapes shown are different shapes.

[0064] exist Figures 3 to 10 In the illustrated example of FIG. 1 , when the armature 406 and / or more generally, the electromechanical latch 402 is in the first position, the solenoid 404 and / or more generally, the electromechanical latch 402 causes the armature 406 to engage with the example lip 410 of the panel 142 of the first wing blade 108. The engagement between the armature 406 of the electromechanical latch 402 and the lip 410 of the panel 142 maintains the panel 142 and / or more generally, the first wing blade 108 in the first position. Figures 3 to 6 In response to a control signal (e.g., an electronic control signal) received at the solenoid 404, the solenoid 404 and / or, more generally, the electromechanical latch 402 causes the armature 406 to move (e.g., retract) from a first position (e.g., an engaged position) to a second position (e.g., a disengaged position) along the central axis 408. When the armature 406 and / or, more generally, the electromechanical latch 402 is in the second position, the armature 406 disengages and / or releases from the lip 410 of the panel 142 of the first wing blade 108. The disengagement and / or release of the armature 406 of the electromechanical latch 402 from the lip 410 of the panel 142 causes the biasing actuator (e.g., the above-mentioned Figures 3 to 10 The spring-loaded shaft 316 is capable of moving the panel 142 and / or more generally the first wing blade 108 from Figures 3 to 6 The stowed position shown moves to Figures 7 to 10Thus, the biasing actuator is configured to move the first wing blade 108 from the first position (e.g., engaged position) to the second position (e.g., disengaged position) in response to the armature 406 of the electromechanical latch 402 moving (e.g., retracting) from the first position (e.g., engaged position) to the second position (e.g., disengaged position). Figures 3 to 6 The stowed position shown moves to Figures 7 to 10 Expanded position shown.

[0065] In some examples, the armature 406 of the electromechanical latch 402 is configured to be maintained at a position during cruise operation of the aircraft 100 having a first speed. Figures 3 to 6 The armature 406 of the electromechanical latch 402 is further configured to be in a first position (e.g., an engaged position) as shown, and the armature 406 of the electromechanical latch 402 is further configured to be moved from the first position during a deceleration operation (e.g., a takeoff or landing operation) of the aircraft 100 having a second speed that is less than the first speed. Figures 3 to 6 The first position (eg, the engaged position) shown is moved to Figures 7 to 10 The second position (eg, disengaged position) is shown.

[0066] Although the above Figures 3 to 10 The description thereof is directed to the latch actuator 148 being implemented as an electromechanical latch (e.g., electromechanical latch 402) that is configured to change position and / or state in response to receiving a control signal (e.g., an electronic control signal), but the latch actuator 148 can be implemented in other forms, including, for example, electric, hydraulic, pneumatic, motor-driven and / or shape memory alloy actuators. For example, the latch actuator 148 can alternatively be implemented as a hydraulic latch that is configured to change position and / or state in response to receiving a pressurized hydraulic fluid. As another example, the latch actuator 148 can alternatively be implemented as a pneumatic latch that is configured to change position and / or state in response to receiving pressurized air. As yet another example, the latch actuator 148 can alternatively be implemented as a shape memory alloy that is configured to change position, shape and / or state in response to the application of heat.

[0067] In addition, although the above Figures 3 to 10 The description thereof is directed to a biasing actuator of the first wing blade 108 being implemented as being configured to cause the first wing blade 108 to move from Figures 3 to 6 The stowed position shown is offset and / or moved to Figures 7 to 10 The spring-loaded shaft (e.g., spring-loaded shaft 316) in the deployed position is shown, but the biasing actuator of the first wing blade 108 can be implemented in other forms, including, for example, electric, hydraulic, pneumatic, motor-driven and / or shape memory alloy actuators. Moreover, although the above-provided Figures 3 to 10 and its description is devoted to being rotatably connected to Figure 1 and Figure 2 The first wing 104 Figure 1 and Figure 2The first wing blade 108, but the reader with knowledge of the situation will recognize that the rotatable connection to the Figure 1 and Figure 2 The second wing 106 Figure 1 and Figure 2 The second wing blade 110 (e.g., in a mirrored manner around the longitudinal axis 112 of the aircraft 100). In addition, although the above Figures 3 to 10 and description thereof is directed to being rotatably coupled to Figure 1 and Figure 2 The first wing 104 Figure 1 and 2 1 , but the knowledgeable reader will recognize that any number of additional wing blades may be similarly implemented on the first wing 104 .

[0068] In some examples, two or more of the above components (e.g. Figures 1 to 10 The first wing blade 108, shaft 144, first shaft seat 304, second shaft seat 308 and / or spring 318, etc.) can be manufactured as a single piece, formed of an elastic material such as a carbon fiber composite or a 3D printed plastic, and structured or constructed to generate an elastic restoring force. For example, Fig.11 Another example aircraft 1100 that may implement an example automated deployable wing blade in accordance with the teachings of the present disclosure is illustrated. Fig.11 Illustrated Fig.11 Examples of automated deployable wing blade stowage, Fig.11 Example aircraft 1100 . Fig.12 Illustrated Fig.11 Examples of automated deployable wing blade deployment, Fig.11 The example aircraft 1100 is shown. The aircraft 1100 may be any form and / or type of aircraft, including, for example, a civilian (e.g., commercial or business) aircraft, a military aircraft, a manned (e.g., piloted) aircraft, an unmanned aircraft (e.g., a drone), etc. Fig.11 and 12 In the illustrated example, the aircraft 1100 includes an example fuselage 1102, a first example wing 1104 (e.g., a left wing), a second example wing 1106 (e.g., a right wing), a first example wing blade 1108 (e.g., a left wing blade), and a second example wing blade 1110 (e.g., a right wing blade). Fig.11 and Fig.12The illustrated example depicts only a single wing blade located on each wing of aircraft 1100 (e.g., first wing blade 1108 located on first wing 1104 and second wing blade 1110 located on second wing 1106), but other example implementations may include multiple (e.g., 2, 3, 4, etc.) wing blades located on each wing of aircraft 1100. In some examples, the position, size, and / or shape of each of the wing blades of aircraft 1100 (e.g., first wing blade 1108 and second wing blade 1110) may be relative to each other. Fig.11 and Fig.12 The blades shown are in different locations, sizes and / or shapes.

[0069] Fig.11 and Fig.12 Fuselage 1102 of vehicle 1100 has a generally cylindrical shape that defines an example longitudinal axis 1112 of vehicle 1100 . Fig.11 and Fig.12 First wing 1104 and second wing 1106 are respectively coupled to fuselage 1102 and swept in a rearward direction of aircraft 1100. First wing 1104 includes an example skin 1114 that forms an outer surface of first wing 1104 (e.g., forms all or part thereof), and second wing 1106 includes an example skin 1116 that forms an outer surface of second wing 1106 (e.g., forms all or part thereof).

[0070] Fig.11 and Fig.12 The first airfoil 1104 defines an example spanwise direction 1118 moving from an example inboard portion 1120 of the first airfoil 1104 (e.g., inboard relative to the spanwise position of the first airfoil 1108) toward an example outboard portion 1122 of the first airfoil 1104 (e.g., outboard relative to the spanwise position of the first airfoil 1108). The spanwise direction 1118 defined by the first airfoil 1104 represents a direction of spanwise airflow that may occur along the first airfoil 1104. The first airfoil 1104 also defines an example chordwise direction 1124 moving from an example leading edge 1126 of the first airfoil 1104 toward an example trailing edge 1128 of the first airfoil 1104. The chordwise direction 1124 defined by the first airfoil 1104 represents a direction of chordwise airflow (e.g., cruising airflow) that may occur along the first airfoil 1104.

[0071] Fig.11 and Fig.12The second airfoil 1106 of the embodiment of the present invention defines an example spanwise direction 1130 moving from an example inboard portion 1132 of the second airfoil 1106 (e.g., inboard relative to the spanwise position of the second airfoil 1110) toward an example outboard portion 1134 of the second airfoil 1106 (e.g., outboard relative to the spanwise position of the second airfoil 1110). The spanwise direction 1130 defined by the second airfoil 1106 represents a direction of spanwise airflow that may occur along the second airfoil 1106. The second airfoil 1106 also defines an example chordwise direction 1136 moving from an example leading edge 1138 of the second airfoil 1106 toward an example trailing edge 1140 of the second airfoil 1106. The chordwise direction 1136 defined by the second airfoil 1106 represents a direction of chordwise airflow (e.g., cruising airflow) that may occur along the second airfoil 1106.

[0072] Fig.11 and Fig.12 The first wing blade 1108 includes an example base 1142, an example panel 1144, and an example living hinge 1146 extending between the base 1142 and the panel 1144. The base 1142 of the first wing blade 1108 is coupled (e.g., fixedly or non-movably coupled) to the first wing 1104 of the aircraft 1100. The base 1142 has an example central axis 1148. Fig.11 and Fig.12 In the illustrated example, the central axis 1148 of the base 1142 is parallel to the chordwise direction 1124 of the first wing 1104. In other examples, the central axis 1148 of the base 1142 can be tilted (e.g., at a toe angle or a toe angle) relative to the chordwise direction 1124 of the first wing 1104. For example, the central axis 1148 of the base 1142 can be tilted at a toe angle relative to the chordwise direction 1124 of the first wing 1104, such that a first end of the base 1142 positioned toward the leading edge 1126 of the first wing 1104 is positioned closer to the longitudinal axis 1112 of the aircraft 1100 than a second end of the base 1142 positioned toward the trailing edge 1128 of the first wing 1104. As another example, the central axis 1148 of the base 1142 can be inclined at a toe angle relative to the chord-wise direction 1124 of the first wing 1104 such that a first end of the base 1142 positioned toward the leading edge 1126 of the first wing 1104 is positioned farther away from the longitudinal axis 1112 of the aircraft 1100 than a second end of the base 1142 positioned toward the trailing edge 1128 of the first wing 1104.

[0073] The panel 1144 of the first wing blade 1108 is connected to the base 1142 of the first wing blade 1108 via the movable hinge 1146 of the first wing blade 1108, so that the panel 1144 can be Fig.11 Stowed position shown Fig.12The panel 1144 of the first wing 1108 is movable (e.g., rotatable) relative to the base 1142 and / or relative to the first wing 1104 between the deployed positions shown. Fig.11 When in the stowed position shown, the first wing blade 1108 extends along the skin 1114 of the first wing 1104 (e.g., in an inboard direction toward the longitudinal axis 1112). In some examples, when the first wing blade 1108 is in the stowed position, the first wing blade 1108 extends along the skin 1114 of the first wing 1104 (e.g., in an inboard direction toward the longitudinal axis Fig.11 When in the stowed position shown, the panel 1144 of the first wing blade 1108 extends along the skin 1114 of the first wing 1104 and is positioned above and / or on top of the skin. Fig.11 When in the stowed position shown, the panel 1144 of the first wing 1108 extends along the skin 1114 of the first wing 1104 and is recessed (eg, fully or partially recessed) relative to the skin.

[0074] When the first wing blade 1108 is in Fig.12 When in the deployed position shown, the panel 1144 of the first wing blade 1108 extends at an upward angle (e.g., vertically) away from the skin 1114 of the first wing 1104. Fig.12 When in the deployed position shown, the panel 1144 of the first wing blade 1108 is configured to impact the airflow around the aircraft 1100. For example, when the first wing blade 1108 is in Fig.12 When in the deployed position shown, the panel 1144 can block the spanwise airflow occurring along the spanwise direction 1118 of the first wing 1104. As another example, when the first wing blade 1108 is in the Fig.12 When in the deployed position shown, panels 1144 may induce and / or generate vortices along first wing 1104 .

[0075] The living hinge 1146 of the first flap 1108 extends between the base 1142 of the first flap 1108 and the panel 1144 of the first flap 1108. In some examples, the thickness of the living hinge 1146 is less than the thickness of the base 1142 and / or less than the thickness of the panel 1144. The living hinge 1146 of the first flap 1108 is flexible and can enable and / or cause Fig.11 and Fig.12 The panel 1144 of the first wing blade 1108 is Fig.11 Stowed position shown Fig.12 to move between the expanded positions shown.

[0076] Fig.11 and Fig.12The panel 1144 of the first wing blade 108 is configured to be latched via a latch actuator associated with the first wing blade 1108 and via a living hinge 1146 of the first wing blade 1108. Fig.11 The stowed position shown moves to Fig.12 Shown in the expanded position. Fig.11 and Fig.12 In the illustrated example, the example latch actuator 1150 is movable between a first position (e.g., an engaged position) and a second position (e.g., a disengaged position), in which the latch actuator 1150 maintains the panel 1144 of the first wing blade 1108 in the first position. Fig.11 In the stowed position shown, and in the second position, the latch actuator 1150 moves the panel 1144 of the first wing blade 1108 from Fig.11 The active hinge 1146 of the first wing blade 1108 biases the panel 1144 of the first wing blade 1108 to be released from the stowed position shown. Fig.11 The stowed position shown moves to Fig.12 The live hinge 1146 is configured to move the panel 1144 of the first wing blade 1108 from a first position (e.g., an engaged position) to a second position (e.g., a disengaged position) in response to the latch actuator 1150 moving from a first position (e.g., an engaged position) to a second position (e.g., a disengaged position). Fig.11 The stowed position shown moves to Fig.12 The expanded position shown below Figures 13 to 20 Example arrangements for implementing the latch actuator 1150 and the living hinge 1146 associated with the first wing 1108 are described.

[0077] exist Fig.11 and Fig.12 In the illustrated example of , a latch actuator 1150 associated with the first wing blade 1108 is configured to move from a first position (e.g., an engaged position) to a second position (e.g., a disengaged position) in response to a control signal received at the latch actuator 1150 from a controller of a flight control system of the aircraft 1100. The flight control system includes one or more sensors configured to detect one or more operating characteristics of the aircraft 1100, including, for example, airspeed, angle of attack, and / or airflow angle. In some examples, the controller is configured to send a signal to the controller in response to the controller determining that one or more operating characteristics violate and / or fail to meet one or more corresponding thresholds. Fig.11 and Fig.12 In some examples, the flight control system includes a user interface configured to present data corresponding to the operating characteristics detected by the sensor. In some examples, the controller is configured to send a control signal to the latch actuator 1150 in response to the controller receiving the actuation command from the user interface of the flight control system. Fig.11 and Fig.12The latch actuator 1150 sends a control signal. Fig.26 An example apparatus for implementing a flight control system for aircraft 1100 is described.

[0078] In some examples, latch actuator 1150 associated with first wing blade 1108 is configured to be maintained at a position during cruise operation of aircraft 1100 having a first speed. Fig.11 The latch actuator 1150 is further configured to be in a first position (e.g., an engaged position) as shown, and the ... Fig.11 The first position (eg, the engaged position) shown is moved to Fig.12 The second position (eg, disengaged position) is shown.

[0079] Fig.11 and Fig.12 The second wing blade 1110 includes an example base 1152, an example panel 1154, and an example living hinge 1156 extending between the base 1152 and the panel 1154. The base 1152 of the second wing blade 1110 is coupled (e.g., fixedly or non-movably coupled) to the second wing 1106 of the aircraft 1100. The base 1152 has an example central axis 1158. Fig.11 and Fig.12 In the illustrated example of FIG. 1 , the central axis 1158 of the base 1152 is parallel to the chordwise direction 1136 of the second wing 1106. In other examples, the central axis 1158 of the base 1152 can be tilted (e.g., at a toe angle or a toe angle) relative to the chordwise direction 1136 of the second wing 1106. For example, the central axis 1158 of the base 1152 can be tilted at a toe angle relative to the chordwise direction 1136 of the second wing 1106, such that a first end of the base 1152 positioned toward the leading edge 1138 of the second wing 1106 is positioned closer to the longitudinal axis 1112 of the aircraft 1100 than a second end of the base 1152 positioned toward the trailing edge 1140 of the second wing 1106. As another example, the central axis 1158 of the base 1152 can be inclined at a toe angle relative to the chord-wise direction 1136 of the second wing 1106 such that a first end of the base 1152 positioned toward the leading edge 1138 of the second wing 1106 is positioned farther away from the longitudinal axis 1112 of the aircraft 1100 than a second end of the base 1152 positioned toward the trailing edge 1140 of the second wing 1106.

[0080] The panel 1154 of the second wing blade 1110 is connected to the base 1152 of the second wing blade 1110 via the movable hinge 1156 of the second wing blade 1110 so that the panel 1154 can be moved Fig.11 Stowed position shown Fig.12 The panel 1154 of the second wing 1110 is movable (e.g., rotatable) relative to the base 1152 and / or relative to the second wing 1106 between the deployed positions shown. Fig.11 When in the stowed position shown, the second wing blade 1110 extends along the skin 1116 of the second wing 1106 (e.g., in an inboard direction toward the longitudinal axis 1112). In some examples, when the second wing blade 1110 is in the stowed position, the second wing blade 1110 extends along the skin 1116 of the second wing 1106 (e.g., in an inboard direction toward the longitudinal axis Fig.11 When in the stowed position shown, the panel 1154 of the second wing blade 1110 extends along the skin 1116 of the second wing 1106 and is positioned above and / or on top of the skin. Fig.11 When in the stowed position shown, the panel 1154 of the second blade 1110 extends along the skin 1116 of the second wing 1106 and is recessed (eg, fully or partially recessed) relative to the skin.

[0081] When the second wing blade 1110 is in Fig.12 When in the deployed position shown, the panel 1154 of the second wing blade 1110 extends at an upward angle (e.g., vertically) away from the skin 1116 of the second wing 1106. Fig.12 When in the deployed position shown, the panel 1154 of the second wing blade 1110 is configured to impact the airflow around the aircraft 1100. For example, when the second wing blade 1110 is in Fig.12 When in the deployed position shown, the panel 1154 can block the spanwise airflow occurring along the spanwise direction 1130 of the second wing 1106. As another example, when the second wing blade 1110 is in the Fig.12 When in the deployed position shown, panels 1154 may induce and / or generate vortices along second wing 1106 .

[0082] The living hinge 1156 of the second flap 1110 extends between the base 1152 of the second flap 1110 and the panel 1154 of the second flap 1110. In some examples, the thickness of the living hinge 1156 is less than the thickness of the base 1152 and / or less than the thickness of the panel 1154. The living hinge 1156 of the second flap 1110 is flexible and can enable and / or cause Fig.11 and Fig.12 The panel 1154 of the second wing blade 1110 is Fig.11 Stowed position shown Fig.12 to move between the expanded positions shown.

[0083] Fig.11 and Fig.12The panel 1154 of the second wing blade 1110 is configured to be latched via a latch actuator associated with the second wing blade 1110 and via a live hinge 1156 of the second wing blade 1110. Fig.11 The stowed position shown moves to Fig.12 Shown in the expanded position. Fig.11 and Fig.12 In the illustrated example, the example latch actuator 1160 is movable between a first position (e.g., an engaged position) and a second position (e.g., a disengaged position), in which the latch actuator 1160 maintains the panel 1154 of the second wing blade 1110 in the first position. Fig.11 In the stowed position shown, and in the second position, the latch actuator 1160 moves the panel 1154 of the second wing blade 1110 from Fig.11 The movable hinge 1156 of the second wing blade 1110 biases the panel 1154 of the second wing blade 1110 from Fig.11 The stowed position shown moves to Fig.12 The live hinge 1156 is configured to move the panel 1154 of the second wing blade 1110 from a first position (e.g., an engaged position) to a second position (e.g., a disengaged position) in response to the latch actuator 1160 moving from a first position (e.g., an engaged position) to a second position (e.g., a disengaged position). Fig.11 The stowed position shown moves to Fig.12 The expanded position shown below Figures 13 to 20 Example arrangements for implementing the latch actuator 1160 and living hinge 1156 associated with the second wing 1110 are described.

[0084] exist Fig.11 and Fig.12 In the illustrated example of , a latch actuator 1160 associated with the second wing blade 1110 is configured to move from a first position (e.g., an engaged position) to a second position (e.g., a disengaged position) in response to a control signal received at the latch actuator 1160 from a controller of a flight control system of the aircraft 1100. The flight control system includes one or more sensors configured to detect one or more operating characteristics of the aircraft 1100, including, for example, airspeed, angle of attack, and / or airflow angle. In some examples, the controller is configured to send a signal to the controller in response to the controller determining that one or more operating characteristics violate and / or fail to meet one or more corresponding thresholds. Fig.11 and Fig.12 In some examples, the flight control system includes a user interface configured to present data corresponding to the operating characteristics detected by the sensor. In some examples, the controller is configured to send a control signal to the latch actuator 1160 in response to the controller receiving the actuation command from the user interface of the flight control system. Fig.11 and Fig.12The latch actuator 1160 sends a control signal. Fig.26 An example apparatus for implementing a flight control system for aircraft 1100 is described.

[0085] In some examples, the latch actuator 1160 associated with the second wing blade 1110 is configured to be maintained at a position during cruise operation of the aircraft 1100 having a first speed. Fig.11 The latch actuator 1160 is further configured to be in a first position (e.g., an engaged position) as shown, and the ... Fig.11 The first position (eg, the engaged position) shown is moved to Fig.12 The second position (eg, disengaged position) is shown.

[0086] Figures 13 to 20 Provides connection to Fig.11 and Fig.12 The first example of wing 1104 Fig.11 and Fig.12 Additional views of the first example wing blade 1108. More specifically, Fig.13 is taken inwardly and across the example central axis 1148 of the example base 1142, Fig.11 and Fig.12 A cross-sectional view of a first example wing blade 1108, wherein the first wing blade 1108 is Fig.11 Example of a collapsed position. Fig.14 is in Fig.11 and Fig.13 Example of collapsed position Figures 11 to 13 A plan view of a first example wing blade 1108 is shown. Fig.15 is viewed from the outside from the example inboard portion 1120 of the first example wing 1104 Figures 1 to 14 A side view of a first example wing blade 1108, wherein the first wing blade 1108 is in Fig.11 , Fig.13 as well as Figure 4 Example of a collapsed position. Fig.16 Looking backward along the example central axis 1148 of the example base 1142 Figures 11 to 15 A front view of a first example wing blade 1108, wherein the first wing blade 1108 is in Fig.11 as well as Figures 13 to 15 Example of a collapsed position. Fig.17 is taken inwardly and across the example central axis 1148 of the example base 1142, Figures 11 to 16 A cross-sectional view of a first example wing blade 1108, wherein the first wing blade 1108 is Fig.12 Example of expanded location. Fig.18 is in Fig.12 and Fig.17 Example of expanded position in Figures 11 to 17 A plan view of a first example wing blade 1108 is shown. Fig.19 is viewed from the outside from the example inboard portion 1120 of the first example wing 1104 Figures 11 to 18 A side view of a first example wing blade 1108, wherein the first wing blade 1108 is in Fig.12 , Fig.17 as well as Fig.18 Example of expanded location. Fig. 20 Looking backward along the example central axis 1148 of the example base 1142 Figures 11 to 19 A front view of a first example wing blade 1108, wherein the first wing blade 1108 is in Fig.12 as well as Figures 17 to 19 Example of expanded location.

[0087] exist Figures 13 to 20 In the illustrated example of the invention, the base 1142 of the first wing blade 1108 is coupled (e.g., fixedly or non-movably coupled) to the first wing 1104 of the aircraft 1100. For example, the base 1142 of the first wing blade 1108 can be coupled to the first wing 1104 via one or more fasteners, which can include one or more mechanical fasteners (e.g., rivets, screws, bolts, pins, etc.) and / or one or more chemical fasteners (e.g., glue, epoxy, adhesive, etc.) and / or any combination thereof. The base 1142 of the first wing blade 1108 includes a first example end 1302, and also includes a second example end 1304 positioned opposite the first end 1302. The first end 1302 of the base 1142 is positioned toward the leading edge 1126 of the first wing 1104, and the second end 1304 of the base 1142 is positioned toward the trailing edge 1128 of the first wing 1104.

[0088] exist Figures 13 to 20 In the illustrated example, the panel 1144 of the first wing blade 1108 is in the first position of the wing blade 1108. Figures 13 to 16 In the stowed position shown, the skin 1114 of the first wing 1104 extends in an inboard direction (eg, toward the longitudinal axis 1112 of the aircraft 1100). Figures 13 to 16 As shown, when the first wing blade 1108 is in the stowed position, the panel 1144 of the first wing blade 1108 extends along the skin 1114 of the first wing 1104 and is positioned above and / or on top of the skin. In other examples, when the first wing blade 1108 is in the stowed position, the panel 1144 of the first wing blade 1108 can extend along the skin 1114 of the first wing 1104 and be recessed (e.g., completely or partially recessed) relative to the skin. Figures 17 to 20As shown, when the first wing blade 1108 is in the deployed position, the panel 1144 of the first wing blade 1108 extends away from the skin 1114 of the first wing 1104 at an upward angle (e.g., vertically). Figures 17 to 20 When in the deployed position shown, the panel 1144 of the first wing blade 1108 is configured to impact the airflow around the aircraft 1100. For example, when the first wing blade 1108 is in Figures 17 to 20 When in the deployed position shown, the panel 1144 can block the spanwise airflow occurring along the spanwise direction 1118 of the first wing 1104. As another example, when the first wing blade 1108 is in the Figures 17 to 20 When in the deployed position shown, panels 1144 may induce and / or generate vortices along first wing 1104 .

[0089] exist Figures 13 to 20 In the illustrated example, the panel 1144 of the first wing blade 1108 is planar. In other examples, the panel 1144 of the first wing blade 1108 can be non-planar. For example, the panel 1144 of the first wing blade 1108 can have a non-planar (e.g., curved) aerodynamic shape. In some examples, the non-planar aerodynamic shape can be configured to match and / or mimic the non-planar (e.g., curved) aerodynamic shape of the first wing 1104. Figures 13 to 20 In the illustrated example, the panel 1144 of the first winglet 1108 has a trapezoidal shape between the first end 1302 of the base 1142 and the second end 1304 of the base 1142. In other examples, the panel 1144 of the first winglet 1108 may have a different (e.g., non-trapezoidal) shape between the first end 1302 of the base 1142 and the second end 1304 of the base 1142. For example, the panel 1144 of the first winglet 1108 may have a rectangular, square, triangular, semicircular, circular, or oval shape, among any of others, between the first end 1302 of the base 1142 and the second end 1304 of the base 1142.

[0090] Figures 13 to 20 The panel 1144 of the first wing blade 1108 is configured to be latched via a latch actuator 1150 and a biasing actuator associated with the first wing blade 1108. Figures 13 to 16 The stowed position shown moves to Figures 17 to 20 Shown in the expanded position. Figures 13 to 20 In the illustrated example, the active hinge 1146 of the first wing blade 1108 acts and / or operates as a biasing actuator that is configured to move the panel 1144 of the first wing blade 1108 from the position and state of the latch actuator 1150 to the position and state of the latch actuator 1150. Figures 13 to 16 The stowed position shown moves to Figures 17 to 20The movable hinge 1146 of the first wing blade 1108 extends between the base 1142 of the first wing blade 1108 and the panel 1144 of the first wing blade 1108. Fig.16 and Fig. 20 As shown, the thickness of the living hinge 1146 is less than the thickness of the base 1142 and less than the thickness of the panel 1144. The living hinge 1146 of the first wing blade 1108 is flexible and biases the panel 1144 of the first wing blade 1108 to Figures 17 to 20 For example, the living hinge 1146 generates a restoring force (e.g., a biasing force) having a restoring force value. In the absence of the latch actuator 1150 engaging the panel 1144 of the first wing blade 1108, the restoring force generated by the living hinge 1146 moves the panel 1144 of the first wing blade 1108 to and / or maintains the panel 1144 of the first wing blade 1108 in the deployed position. Figures 17 to 20 in the expanded position shown.

[0091] exist Figures 13 to 20 In the illustrated example, the panel 1144 of the first wing blade 1108 is in Figures 17 to 20 Compared to the deployed position shown, when the panel 1144 of the first wing blade 1108 is in Figures 13 to 16 In the stowed position shown, the movable hinge 1146 is in a relatively less flexed and / or bent state. In contrast, the panel 1144 with the first wing blade 1108 is in a relatively more flexed and / or bent state. Figures 13 to 16 Compared to the stowed position shown, when the panel 1144 of the first wing blade 1108 is in Figures 17 to 20 In the expanded position shown, the movable hinge 1146 is in a relatively more flexed and / or bent state. In other words, as the panel 1144 of the first wing blade 1108 is moved from Figures 13 to 16 The stowed position shown moves to Figures 17 to 20 In the deployed position shown, the living hinge 1146 is flexed, bent and / or rolled away from the skin 1114 of the first wing 1104 and as the panel 1144 of the first wing blade 1108 is moved from Figures 17 to 20 The expanded position shown moves to Figures 13 to 16 In the stowed position shown, the living hinge 1146 is straightened, stretched, and / or extended oppositely toward the skin 1114 of the first wing 1104 .

[0092] exist Figures 13 to 20In the illustrated example of , the latch actuator 1150 is implemented via an example electromechanical latch 1402 having an example solenoid 1404 and an example armature 1406 operatively coupled to the solenoid 1404. The armature 1406 and / or more generally the electromechanical latch 4102 has an example center axis 4108. The armature 1406 is movable (e.g., slidable and / or translatable) along the center axis 1408 via operation of the solenoid 1404. For example, the solenoid 1404 can respond to a control signal (e.g., an electronic control signal) received at the solenoid 1404 such that the armature 1406 moves (e.g., retracts) along the center axis 1408 from a first position (e.g., an engaged position) to a second position (e.g., a disengaged position). Figures 13 to 20 In the illustrated example of FIG. 1 , the solenoid 1404, the armature 1406, and / or more generally the electromechanical latch 1402 have a trapezoidal cross-sectional shape configured to reduce drag along the first wing 1104. In other examples, the solenoid 1404, the armature 1406, and / or the electromechanical latch 1402 may have a trapezoidal cross-sectional shape. Figures 13 to 20 The shapes shown are different shapes.

[0093] exist Figures 13 to 20 In the illustrated example of FIG. 1 , when the armature 1406 and / or more generally the electromechanical latch 1402 is in the first position, the solenoid 1404 and / or more generally the electromechanical latch 1402 causes the armature 1406 to engage with the example lip 1410 of the panel 1144 of the first wing blade 1108. The engagement between the armature 1406 of the electromechanical latch 1402 and the lip 1410 of the panel 1144 maintains the panel 1144 and / or more generally the first wing blade 1108 in the first position. Figures 13 to 16 In response to a control signal (e.g., an electronic control signal) received at the solenoid 1404, the solenoid 1404 and / or more generally the electromechanical latch 1402 causes the armature 1406 to move (e.g., retract) from a first position (e.g., an engaged position) to a second position (e.g., a disengaged position) along the central axis 1408. When the armature 1406 and / or more generally the electromechanical latch 1402 is in the second position, the armature 1406 disengages and / or releases from the lip 1410 of the panel 1144 of the first wing blade 1108. The disengagement and / or release of the armature 1406 of the electromechanical latch 1402 from the lip 1410 of the panel 1144 causes the biasing actuator (e.g., the above-mentioned Figures 13 to 20 The movable hinge 1146 of the first wing blade 1108 is capable of moving the panel 1144 and / or more generally the first wing blade 1108 from Figures 13 to 16 The stowed position shown moves to Figures 17 to 20Thus, the biasing actuator is configured to move the panel 1144 of the first wing blade 1108 from the first position (e.g., engaged position) to the second position (e.g., disengaged position) in response to the armature 1406 of the electromechanical latch 1402 moving (e.g., retracting) from the first position (e.g., engaged position) to the second position (e.g., disengaged position). Figures 13 to 16 The stowed position shown moves to Figures 17 to 20 Expanded position shown.

[0094] In some examples, armature 1406 of electromechanical latch 1402 is configured to be maintained at a position during cruise operation of aircraft 1100 having a first speed. Figures 13 to 16 The armature 1406 of the electromechanical latch 1402 is further configured to be in a first position (e.g., an engaged position) as shown, and the armature 1406 of the electromechanical latch 1402 is further configured to be moved from the first position during a deceleration operation (e.g., a takeoff or landing operation) of the aircraft 1100 having a second speed that is less than the first speed. Figures 13 to 16 The first position (eg, the engaged position) shown is moved to Figures 17 to 20 The second position (eg, disengaged position) is shown.

[0095] Although the above Figures 13 to 20 The description thereof is directed to the latch actuator 1150 being implemented as an electromechanical latch (e.g., electromechanical latch 1402) that is configured to change position and / or state in response to receiving a control signal (e.g., an electronic control signal), but the latch actuator 1150 can be implemented in other forms, including, for example, electrical, hydraulic, pneumatic, motor-driven and / or shape memory alloy actuators. For example, the latch actuator 1150 can alternatively be implemented as a hydraulic latch that is configured to change position and / or state in response to receiving a pressurized hydraulic fluid. As another example, the latch actuator 1150 can alternatively be implemented as a pneumatic latch that is configured to change position and / or state in response to receiving pressurized air. As yet another example, the latch actuator 1150 can alternatively be implemented as a shape memory alloy that is configured to change position, shape and / or state in response to the application of heat.

[0096] In addition, although the above Figures 13 to 20 The description thereof is directed to a biasing actuator of the first wing blade 1108 being implemented as being configured to cause the panel of the first wing blade 1108 to move from Figures 13 to 16 The stowed position shown is offset and / or moved to Figures 17 to 20 Although the active hinge (e.g., active hinge 1146) of the deployed position is shown, the biasing actuator of the first wing blade 1108 can be implemented in other forms, including, for example, electric, hydraulic, pneumatic, motor-driven and / or shape memory alloy actuators. Moreover, although the above-provided Figures 13 to 20 and its description is dedicated to connecting to Fig.11 and Fig.12 The first wing of 1104 Fig.11 and Fig.12 The first wing blade 1108 of the embodiment of the present invention, but the reader with knowledge of the situation will recognize that the connection to the Fig.11 and Fig.12 The second wing 1106 Fig.11 and Fig.12 The second wing blade 1110 (e.g., in a mirrored manner around the longitudinal axis 1112 of the aircraft 1100). In addition, although the above Figures 13 to 20 and its description is dedicated to connecting to Fig.11 and Fig.12 The first wing of 1104 Fig.11 and 12 1108 , but the knowledgeable reader will recognize that any number of additional wing blades may be similarly implemented on first wing 1104 .

[0097] In some examples, any of the above-described wing blades (e.g. Figures 1 to 10 The first wing knife 108, Figures 11 to 20 A wing blade implemented as a single planar panel (e.g., the first wing blade 1108 of the embodiment of the present invention) may in some cases become problematic with respect to retracting the wing blade along the skin of the aircraft wing, particularly when the wing is a curved wing with considerable curvature. For example, Fig.21 21 is a cross-sectional view of an example wing blade 2102 having a single example planar panel 2104 positioned in an example stowed position relative to an example curved wing 2106. The curved wing 2106 has an example chord 2108 extending from an example leading edge 2110 of the curved wing 2106 to an example trailing edge 2112 of the curved wing 2106. The planar panel 2104 is oriented at an example angle 2114 relative to the chord 2108. The planar panel 2104 includes a first example end 2116 positioned toward the leading edge 2110 of the curved wing 2106, a second example end 2118 opposite the first end 2116 and positioned toward the trailing edge 2112 of the curved wing 2106, and an example intermediate portion 2120 located between the first and second ends 2116, 2118 of the planar panel 2104.

[0098] like Fig.21 As shown, although the middle portion 2120 of the planar panel 2104 is adjacent to the curved wing 2106 when the wing blade 2102 is in the stowed position, the curvature of the curved wing 2106 prevents the first and second ends 2116, 2118 of the planar panel 2104 from being adjacent to the curved wing 2106. Fig.21The illustrated spacing and / or spacing between the curved wings 2106 may result in an undesirable loss of aerodynamic performance (e.g., drag) when the wing blades 2102 are in the stowed position. In some examples, this undesirable loss of aerodynamic performance may be achieved by alternatively placing Fig.21 The wing blade 2102 is implemented as a wing blade having multiple planar panels to advantageously reduce.

[0099] For example, Fig. 22 2 is a cross-sectional view of an example wing blade 2202 having a plurality of example planar panels 2204 respectively positioned in corresponding example stowed positions relative to an example curved wing 2206. The curved wing 2206 has an example chord 2208 extending from an example leading edge 2210 of the curved wing 2206 to an example trailing edge 2212 of the curved wing 2206. Fig. 22 In the illustrated example, the planar panels 2204 of the wing blade 2202 include a first example planar panel 2214, a second example planar panel 2216, a third example planar panel 2218, a fourth example planar panel 2220, and a fifth example planar panel 2222. In other examples, the wing blade 2202 may include a different number of planar panels (e.g., 2, 3, 4, 6, 8, 10, etc.).

[0100] Fig. 22 The first planar panel 22 is oriented at a first example angle 2224 relative to the chord 2208. Fig. 22 The second planar panel 2216 is located behind the first planar panel 2214 and is oriented at a second example angle 2226 relative to the chord 2208. Fig. 22 The third planar panel 2218 is located behind the second planar panel 2216 and is oriented at a third example angle 2228 relative to the chord 2208. Fig. 22 The fourth planar panel 2220 is located behind the third planar panel 2218 and is oriented at a fourth example angle 2230 relative to the chord 2208. Fig. 22 The fifth planar panel 2222 is located behind the fourth planar panel 2220 and is oriented at a fifth example angle 2232 relative to the chord 2208.

[0101] exist Fig. 22In the illustrated example, some or all of the first, second, third, fourth, and fifth angles 2224, 2226, 2228, 2230, 2232 are different from one another, and the different angles correspond to and / or are determined based on respective local curvatures of the skin of the curved wing 2206 adjacent respective positions of the first, second, third, fourth, and fifth planar panels 2214, 2216, 2218, 2220, 2222. Thus, when the first, second, third, fourth, and fifth planar panels 2214, 2216, 2218, 2220, 2222 are in their respective stowed positions, the first, second, third, fourth, and fifth planar panels 2214, 2216, 2218, 2220, 2222 collectively match and / or mimic the overall curvature of the curved wing 2206. For example, Fig. 22 Each of the first, second, third, fourth and fifth planar panels 2214, 2216, 2218, 2220, 2222 is different from the above-mentioned Fig.21 The curved airfoil 2106 exhibits less spacing than would be exhibited by a single planar panel 2104. This reduced spacing in turn reduces undesirable aerodynamic performance penalties that may be associated with implementing a wing with a single planar panel.

[0102] Fig.23 yes Fig. 22 A cross-sectional view of an example wing blade 2202 having a Fig. 22 The example curved wing 2206 of the example planar panels 2204 (e.g., first, second, third, fourth, and fifth planar panels 2214, 2216, 2218, 2220, 2222) are respectively positioned in corresponding example deployed positions. The first, second, third, fourth, and fifth planar panels 2214, 2216, 2218, 2220, 2222 of the wing blade 2202 are individually and collectively configured to be in a state where the wing blade 2202 is in a deployed position. Fig.23 When in the deployed position, the airflow along the span of the curved wing 2206 is obstructed. Fig. 22 and Fig.23 In the illustrated example, each of the first, second, third, fourth, and fifth planar panels 2214, 2216, 2218, 2220, 2222 of the wing blade 2202 can be individually moved and / or actuated. For example, each of the first, second, third, fourth, and fifth planar panels 2214, 2216, 2218, 2220, 2222 of the wing blade 2202 can be operably coupled to a separate corresponding spring-loaded shaft. The knowledgeable reader will recognize that the spring-loaded shaft can be used to move and / or actuate the wing blade 2202. Figures 3 to 10As another example, each of the first, second, third, fourth, and fifth planar panels 2214, 2216, 2218, 2220, 2222 of the wing blade 2202 can be operably coupled to a separate corresponding living hinge and / or base. The reader with knowledge will recognize that the above-mentioned spring-loaded shaft 316 can be used to implement each of the corresponding spring-loaded shafts. As another example, each of the first, second, third, fourth, and fifth planar panels 2214, 2216, 2218, 2220, 2222 of the wing blade 2202 can be operably coupled to a separate corresponding living hinge and / or base. Figures 11 to 20 The above-mentioned movable hinge 1146 and / or base 1142 realizes each of the corresponding movable hinges and / or bases.

[0103] In some examples, any of the above panels and / or more generally any of the above blades (e.g. Figures 1 to 10 The first wing knife 108, Figures 11 to 20 The first wing knife 1108, Fig. 22 and Fig.23 The flap 2202, etc.) can be implemented so that when the flap is in its stowed position, the panel and / or flap extends along the surrounding skin of the wing and is recessed (e.g., completely or partially recessed) relative to the skin. For example, Fig.24 2402 having a plurality of example panels 2404 positioned in corresponding example recessed stowed positions relative to an example wing 2406. The wing 2406 includes an example support structure 2408 (e.g., a spar) located between an example leading edge 2410 and an example trailing edge 2412 of the wing 2406. Fig.24 In the illustrated example of FIG. 24, the panels 2404 of the wing blade 2402 include a first example panel 2414, a second example panel 2416, a third example panel 2418, and a fourth example panel 2420. The first panel 2414 is located in front of the support structure 2408. The second panel 2416 is located behind the first panel 2414 and in front of the support structure 2408. The third panel 2418 is located behind the second panel 2416 and behind the support structure 2408. The fourth panel 2420 is located behind the third panel 2418 and behind the support structure 2408. In other examples, the wing blade 2402 can include a different number of panels (e.g., 2, 3, 5, 6, 8, 10, etc.), and the panels can be arranged at different positions relative to the support structure 2408.

[0104] like Fig.24As shown, each of the first, second, third, and fourth panels 2414, 2416, 2418, 2420 has a respective stowed position in which the panel of the flap 2402 is recessed into the wing 2406 (e.g., recessed relative to the skin of the wing 2406). In some examples, each of the first, second, third, and fourth panels 2414, 2416, 2418, 2420 can be recessed into the wing 2406, respectively, so that the panel and any axle, axle seat, spring, living hinge, and / or base coupled to the panel and / or more generally coupled to the flap 2402 are recessed (e.g., fully or partially recessed) relative to the surrounding skin of the wing 2406 when the flap 2402 is in its stowed position. When the flap 2402 is stowed, recessing such components into the wing 2406 can further reduce the drag associated with the flap 2402.

[0105] Fig.25 yes Fig.24 A cross-sectional view of an example wing blade 2402 having a Fig.24 The example wings 2406 are respectively positioned in the plurality of example panels 2404 in corresponding example deployed positions. Fig.25 As shown, each of the first, second, third, and fourth panels 2414, 2416, 2418, 2420 has a respective deployed position in which the panels of the flap 2402 extend upward from the wing 2406 (e.g., extend upward relative to the skin of the wing 2406). Fig.24 and Fig.25 The wing blade 2402 may also include a non-recessed panel positioned above the support structure 2408 of the wing 2406. In yet another example, Fig.24 and Fig.25 The wing blade 2402 may additionally or alternatively include one or more non-recessed panels located at the leading edge 2410 and / or the trailing edge 2412 of the wing 2406.

[0106] Fig.26 is a block diagram of an example flight control system 2602 of an example aircraft 2600 that may be implemented in accordance with the teachings of the present disclosure to control the example automated deployable wing blades (e.g., Figures 1 to 10 The first wing knife 108, Figures 11 to 20 The first wing knife 1108, Fig. 22 and Fig.23 The Wing Knife 2202 and Fig.24 and Fig.25 Wing knife 2402, etc.). For example, Fig.26 The aircraft 2600 may be implemented as Figure 1 and Figure 2 Aircraft 100 or Fig.11 and Fig.12 The flight control system 2602 of the aircraft 2600 may be mounted on and / or within one or more structural components (e.g., fuselage, wings, etc.) of the aircraft 2600 and / or otherwise coupled to the component. Fig.26 In the illustrated example, the flight control system 2602 includes one or more example sensors 2604 , an example controller 2606 , an example latch actuator 2608 , an example user interface 2610 , an example memory 2612 , and an example communication bus 2614 . Fig.26 The user interface 2610 includes one or more example input devices 2616 and one or more example output devices 2618. However, other example implementations of the flight control system 2602 may include fewer or additional features.

[0107] exist Fig.26 In the illustrated example of the flight control system 2602, the sensor 2604, the controller 2606, the latch actuator 2608, the user interface 2610 (including the input device 2616 and the output device 2618), and / or the memory 2612 are operatively coupled (e.g., in electrical communication) via the communication bus 2614. Other example implementations of the flight control system 2602 may cause the sensor 2604, the controller 2606, the latch actuator 2608, the user interface 2610 (including the input device 2616 and the output device 2618), and / or the memory 2612 to be operatively coupled in a different manner.

[0108] Fig.26 The sensor 2604 may be implemented via one or more sensors configured to detect, sense and / or measure Fig.26 One or more operational characteristics (e.g., operational characteristic data) associated with aircraft 2600. For example, one or more sensors 2604 may be configured to detect, sense, and / or measure airspeed data corresponding to the airspeed of aircraft 2600. As another example, one or more sensors 2604 may be configured to detect, sense, and / or measure angle of attack data corresponding to the angle of attack of aircraft 2600. As yet another example, one or more sensors 2604 may be configured to detect, sense, and / or measure airflow angle data corresponding to the airflow angle associated with aircraft 2600. In some examples, Fig.26 Each sensor 2604 may include a transducer that converts an operational characteristic detected and / or sensed by and / or at the sensor 2604 into one or more corresponding electrical signals that are measured by and / or at the sensor 2604 and / or by the sensors described below. Fig.26 Controller 2606 and / or processed and / or analyzed at the controller. Fig.26The data carried, identified and / or derived by the operating characteristics detected, sensed and / or measured by the sensors 2604 may be of any quantity, type, form and / or format and may be stored in a storage medium such as described below. Fig.26 In the computer-readable storage medium of memory 2612.

[0109] Fig.26 The controller 2606 manages and / or controls the sensor 2604, the latch actuator 2608, the user interface 2610 (including the input device 2616 and the output device 2618), the memory 2612 and / or more generally Fig.26 The operation of the flight control system 2602. The controller 2606 can be implemented via any type and / or any number of semiconductor devices (e.g., microprocessors, microcontrollers, etc.). Fig.26 The controller 2606 will operate the characteristic data (for example, Fig.26 The operating characteristic data (detected, sensed, and / or measured by sensor 2604) is compared to one or more thresholds (e.g., an airspeed threshold, an angle of attack threshold, an airflow angle threshold, etc.) to determine whether the operating characteristic data violates and / or fails to meet the threshold. In some examples, when the operating characteristic data exceeds a threshold corresponding to an allowable maximum value of the operating characteristic data, the controller 2606 determines that a violation and / or a satisfaction failure has occurred. In other examples, when the operating characteristic data is below a threshold corresponding to an allowable minimum value of the operating characteristic data, the controller 2606 determines that a violation and / or a satisfaction failure has occurred. Threshold data corresponding to one or more thresholds to be implemented, called, evaluated, and / or processed by controller 2606 and / or at controller 2606 can be of any number, type, form, and / or format, and can be stored in a storage medium such as described below. Fig.26 In addition, the threshold evaluation data (e.g., data resulting from comparing the operating characteristic data to the threshold data) to be implemented, called, evaluated, and / or processed by and / or at the controller 2606 may be any amount, type, form, and / or format and may be stored in a computer-readable storage medium such as described below. Fig.26 In the computer-readable storage medium of memory 2612.

[0110] In response to the controller 2606 determining that the operating characteristic data violates and / or fails to satisfy one or more thresholds, Fig.26 The controller 2606 Fig.26 The latch actuator 2608 sends one or more control signals and / or causes the sending of one or more control signals. In some examples, in response to the controller 2606 from the following description Fig.26 The user interface 2610 receives one or more actuation commands, and the controller 2606 additionally or alternatively sends Fig.26 The control signal sent via the controller 2606 causes the latch actuator 2608 to move from a first position (e.g., an engaged position) to a second position (e.g., a disengaged position), in which the latch actuator 2608 maintains the deployable wing blade of the aircraft 2600 in the stowed position, and in which the latch actuator 2608 releases the corresponding deployable wing blade of the aircraft 2600 from the stowed position. The control signal data corresponding to one or more control signals, commands, instructions, etc. to be implemented, called, and / or executed by and / or at the controller 2606 may be of any quantity, type, form, and / or format, and may be stored in a storage medium such as the one described below. Fig.26 In the computer-readable storage medium of memory 2612.

[0111] For example, Fig.26 The latch actuator 2608 can be implemented as Figures 1 to 10 One or more latch actuators 148, 156 (e.g., including) of the aircraft 100 Figures 4 to 10 Electromechanical latch 402), or implemented as Figures 11 to 20 One or more latch actuators 1150, 1160 (eg, including) of the aircraft 1100 Figures 14 to 20 Electromechanical latch 1402). Fig.26 In the illustrated example, the latch actuator 2608 can move between a first position (e.g., an engaged position) and a second position (e.g., a disengaged position), in which the latch actuator 2608 maintains the corresponding deployable wing blade of the aircraft 2600 in the stowed position, and in the second position, the latch actuator 2608 releases the corresponding deployable wing blade of the aircraft 2600 from the stowed position. Fig.26 The latch actuator 2608 is configured to move from a first position (e.g., an engaged position) to a second position (e.g., a disengaged position) in response to one or more control signals (e.g., one or more electronic control signals) that are activated at the latch actuator 2608. Fig.26 Controller 2606 of flight control system 2602 receives it.

[0112] Fig.26 The user interface 2610 of the embodiment of the present invention facilitates interaction and / or communication between an end user (e.g., a pilot) and the flight control system 2602. The user interface 2610 includes one or more input devices 2616 through which a user can input information and / or input data into the flight control system 2602. For example, the user interface 2610 can be buttons, switches, joysticks, and / or touch screens that enable a user to input information to the above-mentioned Fig.26The controller 2606 and / or more generally Fig.26 Flight control system 2602 transmits data and / or commands (e.g., one or more actuation commands). Fig.26 The user interface 2610 of the embodiment also includes one or more output devices 2618, through which the user interface 2610 presents information and / or data in visual and / or auditory form to the user. For example, the user interface 2610 may include a light emitting diode, a touch screen and / or a liquid crystal display for presenting visual information, and / or a speaker for presenting auditory information. In some examples, the output device 2618 may present information and / or data in the form of a video or audio signal. Fig.26 The data corresponding to the operating characteristic data detected, sensed and / or measured by the sensor 2604. Fig.26 The data and / or information presented and / or received by the user interface 2610 may be of any type, form and / or format and may be stored in a storage medium such as described below. Fig.26 In the computer-readable storage medium of memory 2612.

[0113] Fig.26 The memory 2612 may be implemented by any type and / or any number of storage devices, such as a storage drive, flash memory, read-only memory (ROM), random access memory (RAM), cache, or any other physical storage medium that stores information internally for any duration (e.g., for an extended period of time, permanently, for a short period of time, as a temporary buffer and / or information cache). Fig.26 The information in memory 2612 may be stored in any file and / or data structure format, organizational scheme and / or structure.

[0114] In some examples, Fig.26 The memory 2612 stores Fig.26 The operating characteristic data (e.g., airspeed data, angle of attack data, airflow angle data, etc.) detected, sensed, and / or measured by the sensor 2604. In some examples, the memory 2612 stores the operating characteristic data to be detected, sensed, and / or measured by the sensor 2604. Figure 2 2606 accesses and / or obtains threshold data (e.g., airspeed threshold, angle of attack threshold, airflow angle threshold, etc.). In some examples, memory 2612 stores the threshold data obtained by Fig.26 Controller 2606 and / or threshold evaluation data determined and / or calculated at the controller 2606 (e.g., data resulting from comparing operational data to threshold data). In some examples, memory 2612 stores information to be sent to Fig.26 In some examples, the memory 2612 stores control signal data for the latch actuator 2608. Fig.26 The actuation command data generated by the user interface 2610. Fig.26 The memory 2612 is available (e.g., via Fig.26 Communication bus 2614) Fig.26 One or more of the one or more sensors 2604, the controller 2606, the latch actuator 2608, and / or the user interface 2610 (including the input device 2616 and the output device 2618) and / or more generally Fig.26 The flight control system 2602 reads.

[0115] Although Fig.26 An example method of implementing the flight control system 2602 is illustrated in FIG. 26, but may be combined, divided, rearranged, eliminated, and / or implemented in any other manner. Fig.26 Further, the example sensor 2604, the example controller 2606, the example latch actuator 2608, the example user interface 2610 (including the example input device 2616 and the example output device 2618), the example memory 2612, the example communication bus 2614 and / or more generally Fig.26 The example flight control system 2602 may be implemented by hardware, software, firmware, and / or any combination of hardware, software, and / or firmware. Thus, for example, the example sensor 2604, the example controller 2606, the example latch actuator 2608, the example user interface 2610 (including the example input device 2616 and the example output device 2618), the example memory 2612, the example communication bus 2614, and / or more generally, Fig.26 Any of the example flight control systems 2602 may be implemented by one or more analog or digital circuits, logic circuits, programmable processors, programmable controllers, graphics processing units (GPUs), digital signal processors (DSPs), application specific integrated circuits (ASICs), programmable logic devices (PLDs), and / or field programmable logic devices (FPLDs). When any apparatus or system claim of this patent is read to cover pure software and / or firmware implementations, the example sensors 2604, the example controllers 2606, the example latch actuators 2608, the example user interfaces 2610 (including the example input devices 2616 and the example output devices 2618), and / or Fig.26 At least one of the example memories 2612 is expressly defined herein to include a permanent computer-readable storage device or storage disk, such as a memory, a digital versatile disk (DVD), a compact disk (CD), a Blu-ray disk, etc., which storage device or storage disk includes software and / or firmware. Still further, the example sensor 2604, the example controller 2606, the example latch actuator 2608, the example user interface 2610 (including the example input device 2616 and the example output device 2618), the example memory 2612, the example communication bus 2614 and / or more generally Fig.26The example flight control system 2602 may include in addition to Fig.26 One or more elements, processes and / or devices in addition to or in place of those illustrated, and / or may include more than one of any or all of the illustrated elements, processes and devices. As used herein, the phrase "communication" (including variations thereof) includes direct communication and / or indirect communication via one or more intermediate components, and does not require direct physical (e.g., wired) communication and / or constant communication, but additionally includes selective communication at regular intervals, scheduled intervals, non-periodic intervals, and / or one-time events.

[0116] From the foregoing, it will be understood that an example automated (e.g., controllable) deployable wing blade for an aircraft wing has been disclosed. Different from the above-mentioned conventional wing blade and / or other measures, the example deployable wing blade disclosed herein is automated (e.g., controllable) via a latch actuator and a bias actuator. In some disclosed examples, the deployable wing blade is connected (e.g., rotatably connected) to the aircraft wing so that the wing blade can move relative to the wing between a stowed position and a deployed position, in which the panel of the wing blade extends along the skin of the wing, and in the deployed position, the panel extends away from the skin at an upward angle. The panel is constructed to hinder the airflow around the aircraft when the wing blade is in the deployed position. For example, the panel can hinder the airflow along the spanwise direction of the wing when the wing blade is in the deployed position. As another example, the panel can trigger and / or generate vortices along the wing when the wing blade is in the deployed position. In some disclosed examples, the latch actuator is movable between a first position, in which the latch actuator maintains the wing blade in the stowed position, and a second position, in which the latch actuator releases the wing blade from the stowed position. The latch actuator is configured to move from the first position to the second position in response to a control signal (e.g., an electronic control signal) received at the latch actuator. In some disclosed examples, the biasing actuator is configured to move the wing blade from the stowed position to the deployed position in response to the latch actuator moving from the first position to the second position.

[0117] The example automation (e.g., controllable) deployable wing blade disclosed herein provides a large number of advantages over the above-mentioned traditional wing blade. For example, the mobility (e.g., movement from the deployed position to the stowed position) of the automation deployable wing blade disclosed herein advantageously reduces the loss (e.g., drag) of undesirable aerodynamic performance during the high-speed operation of the aircraft (e.g., during cruising). As another example, the automation deployable wing blade disclosed herein provides a stowed position for the wing blade, whereby the wing blade extends along the skin of the wing (vertically opposite in the wing), thereby advantageously increasing the amount of unused space in the wing relative to the amount of space that can be consumed by the mechanical linkage in the wing in other ways, and these linkages are associated with the above-mentioned number of vertically deployable traditional wing blades. As another example, the automation deployable wing blade disclosed herein facilitates the non-pilot operation (e.g., deployment and retraction) of the wing blade, which advantageously ensures that the wing blade is deployed and / or retracted at the appropriate time and / or under appropriate flight conditions.

[0118] In some examples, a device is disclosed. In some disclosed examples, the device includes a wing blade, a latch actuator and a biasing actuator. In some disclosed examples, the wing blade is connected to the wing of the aircraft. In some disclosed examples, the wing blade can be moved relative to the wing between a stowed position and an extended position, in which the panel of the wing blade extends along the skin of the wing, and in the extended position, the panel extends away from the skin at an upward angle. In some disclosed examples, the panel is configured to hinder the airflow along the span direction of the wing when the wing blade is in the extended position. In some disclosed examples, the latch actuator can be moved between a first position and a second position, in which the latch actuator maintains the wing blade in the stowed position, and in the second position, the latch actuator releases the wing blade from the stowed position. In some disclosed examples, the latch actuator is configured to move from the first position to the second position in response to a control signal received at the latch actuator. In some disclosed examples, the biasing actuator is configured to move the flap from the stowed position to the deployed position in response to the latch actuator moving from the first position to the second position.

[0119] In some disclosed examples, the latch actuator includes an electromechanical latch having a solenoid and an armature operatively coupled to the solenoid. In some disclosed examples, the solenoid is configured to move the armature from a first position in response to a control signal to a second position in which the armature maintains the wing in the stowed position and in which the armature releases the wing from the stowed position.

[0120] In some disclosed examples, the electromechanical latch has a trapezoidal cross-sectional shape.

[0121] In some disclosed examples, the electromechanical latch is configured to engage the armature with the lip of the panel when the armature is in the first position and the wing is in the stowed position. In some disclosed examples, the engagement maintains the wing in the stowed position. In some disclosed examples, the electromechanical latch is configured to disengage the armature from the lip of the panel when the armature is in the second position. In some disclosed examples, the disengagement releases the wing from the stowed position and enables the wing to move from the stowed position to the deployed position.

[0122] In some disclosed examples, the latch actuator is configured to receive a control signal from a controller of a flight control system of the aircraft. In some disclosed examples, the flight control system includes a sensor configured to detect an operating characteristic of the aircraft. In some disclosed examples, the operating characteristic includes at least one of airspeed, angle of attack, or airflow angle.

[0123] In some disclosed examples, the controller is configured to send a control signal to the latch actuator in response to the controller determining that the operating characteristic fails to satisfy a threshold.

[0124] In some disclosed examples, the flight control system includes a user interface configured to present data corresponding to the operating characteristic detected by the sensor. In some disclosed examples, the controller is configured to send a control signal to the latch actuator in response to the controller receiving an actuation command from the user interface of the flight control system.

[0125] In some disclosed examples, the biasing actuator includes a spring-loaded shaft operatively coupled to the wing and mounted to the wing. In some disclosed examples, the spring-loaded shaft includes a shaft and a spring coiled around the shaft. In some disclosed examples, the shaft has a central axis. In some disclosed examples, the spring-loaded shaft is configured to move the wing from a stowed position to a deployed position. In some disclosed examples, the central axis is substantially parallel to the chord-wise direction of the wing. In some disclosed examples, when the wing is in the stowed position, the panel extends in an inboard direction away from the central axis.

[0126] In some disclosed examples, the biasing actuator includes a living hinge extending between a panel of the wing blade and a base of the wing blade. In some disclosed examples, the base is mounted to the wing. In some disclosed examples, the base has a central axis. In some disclosed examples, the living hinge is configured to move the panel of the wing blade relative to the base of the wing blade and relative to the wing from a stowed position to an extended position. In some disclosed examples, the central axis is substantially parallel to the chord-wise direction of the wing. In some disclosed examples, when the wing blade is in the stowed position, the panel extends in an inboard direction away from the central axis.

[0127] In some disclosed examples, the panel is recessed within the wing when the blades are in the stowed position.

[0128] In some examples, a method for moving a wing blade connected to an aircraft wing is disclosed. In some disclosed examples, the method includes the following steps: moving the wing blade between a stowed position and an extended position, in the stowed position, the panel of the wing blade extends along the skin of the wing, and in the extended position, the panel extends away from the skin at an upward angle. In some disclosed examples, the panel hinders the airflow along the span direction of the wing when the wing blade is in the extended position. In some disclosed examples, moving the wing blade includes moving a latch actuator from (a) a first position to (b) a second position, in the first position, the latch actuator maintains the wing blade in the stowed position, and in the second position, the latch actuator releases the wing blade from the stowed position. In some disclosed examples, moving the latch actuator is in response to a control signal received at the latch actuator. In some disclosed examples, the movement of the wing blade includes moving the wing blade from the stowed position to the extended position via a biasing actuator in response to moving the latch actuator from the first position to the second position.

[0129] In some disclosed examples, the latch actuator includes an electromechanical latch having a solenoid and an armature operatively coupled to the solenoid. In some disclosed examples, moving the latch actuator includes moving the armature from a first position, in which the armature maintains the wing blade in the stowed position, to a second position, in which the armature releases the wing blade from the stowed position, via the solenoid and in response to a control signal.

[0130] In some disclosed examples, the method further comprises the steps of: engaging the armature with the lip of the panel when the armature is in the first position and the wing is in the stowed position. In some disclosed examples, the engagement maintains the wing in the stowed position. In some disclosed examples, the method further comprises the steps of: disengaging the armature from the lip of the panel when the armature is in the second position. In some disclosed examples, the disengagement releases the wing from the stowed position and enables the wing to move from the stowed position to the deployed position.

[0131] In some disclosed examples, the method further comprises the step of receiving a control signal at the latch actuator from a controller of a flight control system of the aircraft. In some disclosed examples, the flight control system comprises a sensor configured to detect an operating characteristic of the aircraft. In some disclosed examples, the operating characteristic comprises at least one of airspeed, angle of attack, or airflow angle.

[0132] In some disclosed examples, the method further includes the step of sending a control signal from the controller to the latch actuator in response to the controller determining that the operating characteristic fails to satisfy the threshold.

[0133] In some disclosed examples, the flight control system includes a user interface configured to present data corresponding to an operating characteristic detected by a sensor, and the method further includes the steps of sending a control signal from the controller to the latch actuator in response to the controller receiving an actuation command from the user interface of the flight control system.

[0134] Although certain example methods, apparatus, and articles of manufacture have been disclosed herein, the scope of coverage of this patent is not limited thereto. On the contrary, this patent covers all methods, apparatus, and articles of manufacture fully falling within the scope of the claims of this patent.

Claims

1. A device for an aircraft wing, the device comprising: A wing blade (108, 1108) coupled to a wing (104, 1104) of an aircraft (100, 1100), the wing blade being movable relative to the wing between a stowed position and a deployed position, wherein in the stowed position a panel (142, 1144) of the wing blade extends along a skin (114, 1114) of the wing, and in the deployed position the panel extends away from the skin at an upward angle, the panel being configured to obstruct spanwise airflow along the wing when the wing blade is in the deployed position; a latch actuator (148, 1150) movable between a first position in which the latch actuator maintains the wing blade in the stowed position and a second position in which the latch actuator releases the wing blade from the stowed position, the latch actuator being configured to move from the first position to the second position in response to a control signal received at the latch actuator; as well as a biasing actuator configured to move the flap from the stowed position to the deployed position in response to movement of the latch actuator from the first position to the second position, wherein the latch actuator comprises an electromechanical latch (402, 1402) having a solenoid (404, 1404) and an armature (406, 1406) operatively coupled to the solenoid, the solenoid being configured to move the armature from a first position to a second position in response to the control signal, in the first position the armature maintaining the wing blade in the stowed position, in the second position the armature releasing the wing blade from the stowed position, and wherein the electromechanical latch has a trapezoidal cross-sectional shape, Wherein, the electromechanical latch is constructed as follows: engaging the armature with a lip (410, 1410) of the panel when the armature is in the first position and the flap is in the stowed position, wherein the engagement maintains the flap in the stowed position; and The armature is disengaged from the lip of the panel when the armature is in the second position, wherein the disengagement releases the flap from the stowed position and enables the flap to move from the stowed position to the deployed position.

2. The device according to claim 1, wherein The latch actuator is configured to receive the control signal from a controller (2606) of a flight control system (2602) of the aircraft, the flight control system comprising a sensor (2604) configured to detect an operating characteristic of the aircraft, and wherein the operating characteristic comprises at least one of airspeed, angle of attack, or airflow angle.

3. The device according to claim 2, wherein: The controller is configured to send the control signal to the latch actuator in response to the controller determining that the operating characteristic fails to satisfy a threshold value.

4. The device according to claim 2, wherein: The flight control system includes a user interface (2610) configured to present data corresponding to the operating characteristic detected by the sensor, and wherein the controller is configured to send the control signal to the latch actuator in response to the controller receiving an actuation command from the user interface of the flight control system.

5. The device according to any one of claims 1 to 4, wherein: The biasing actuator includes a spring loaded shaft (316) operatively coupled to the flap and mounted to the wing, the spring loaded shaft including a shaft (144) and a spring (318) coiled about the shaft, the shaft having a central axis (146), the spring loaded shaft being configured to move the flap from the stowed position to the deployed position, and wherein the central axis is substantially parallel to a chordwise direction of the wing, and wherein the panel extends in an inboard direction away from the central axis when the flap is in the stowed position.

6. The device according to any one of claims 1 to 4, wherein: The biasing actuator includes a living hinge (1146) extending between the panel of the flap and a base of the flap, the base being mounted to the wing, the base having a central axis (1148), the living hinge being configured to move the panel of the flap from the stowed position to the deployed position relative to the base of the flap and relative to the wing, and wherein the central axis is substantially parallel to a chordwise direction of the wing, and wherein the panel extends in an inboard direction away from the central axis when the flap is in the stowed position.

7. The device according to any one of claims 1 to 4, wherein: When the blade is in the stowed position, the panel is recessed within the wing.

8. A method for moving a wing blade (108, 1108) coupled to a wing (104, 1104) of an aircraft (100, 1100), the method comprising the steps of: The flap is moved between a stowed position, wherein a panel (142, 1144) of the flap extends along a skin (114, 1114) of the wing, and a deployed position, wherein the panel extends away from the skin at an upward angle, the panel obstructing airflow along the span of the wing when the flap is in the deployed position, wherein moving the flap comprises: moving a latch actuator (148, 1150) from (a) a first position in which the latch actuator maintains the wing blade in the stowed position to (b) a second position in which the latch actuator releases the wing blade from the stowed position, the moving of the latch actuator being responsive to a control signal received at the latch actuator; and in response to moving the latch actuator from the first position to the second position, moving the flap from the stowed position to the deployed position via a biasing actuator, wherein the latch actuator comprises an electromechanical latch (402, 1402) having a solenoid (404, 1404) and an armature (406, 1406) operatively coupled to the solenoid, wherein moving the latch actuator comprises moving the armature from a first position to a second position via the solenoid in response to the control signal, wherein in the first position, the armature maintains the wing blade in the stowed position, and in the second position, the armature releases the wing blade from the stowed position, The method further includes: engaging the armature with a lip (410, 1410) of the panel when the armature is in the first position and the flap is in the stowed position, wherein the engagement maintains the flap in the stowed position; and The armature is disengaged from the lip of the panel when the armature is in the second position, wherein the disengagement releases the flap from the stowed position and enables the flap to move from the stowed position to the deployed position.

9. The method according to claim 8, further comprising: The control signal is received at the latch actuator from a controller (2606) of a flight control system (2602) of the aircraft, the flight control system comprising a sensor (2604) configured to detect an operating characteristic of the aircraft, wherein the operating characteristic comprises at least one of airspeed, angle of attack, or airflow angle.

10. The method according to claim 9, further comprising: The control signal is sent from the controller to the latch actuator in response to the controller determining that the operating characteristic fails to satisfy a threshold value.

11. The method according to claim 9, wherein: The flight control system includes a user interface (2610) configured to present data corresponding to the operating characteristic detected by the sensor, and wherein the method further includes: sending the control signal from the controller to the latch actuator in response to the controller receiving an actuation command from the user interface of the flight control system.

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