Closed-wing aircraft

Abstract

A fixed-wing aircraft (10) includes: a fuselage (14), a closed wing (16), a first actuator device (22), and a first connector device (24). The closed wing (16) is coupled to the fuselage (14) and has a wingtip (18) and a first deformable wing portion (20). The first actuator device (22) is arranged to supply a first input torque to the first connector device (24) when the first actuator device (22) is actuated, and the first connector device (24) is arranged to apply a first output torque to the first deformable wing portion (20) when the first input torque is supplied to the connector device. The first deformable wing portion (20) is arranged to elastically deform when the first output torque is applied to the first deformable wing portion (20). The closed wing (16) forms an outer support (26) at the wingtip (18), which is arranged to counteract the first output torque.

Description

Technical Field

[0001] The proposed technologies generally relate to the field of fixed-wing aircraft, and more specifically to closed-wing aircraft.

[0002] background An airframe is understood as the structural component of a fixed-wing aircraft. An airframe typically includes a fuselage, one or more wings, a vertical stabilizer, a horizontal stabilizer, and landing gear. The fuselage is an elongated body, usually with tapered or rounded ends to make its shape aerodynamically smooth. The fuselage connects to other components and typically provides space for the pilot, payload, and flight control systems. Wings are arranged to provide lift during flight. Wings typically have a root or inner tip closest to the fuselage and a wingtip or outer tip furthest from the fuselage. Wings are usually attached to the fuselage at the root. Wings provide roll stability, preventing the aircraft from rolling left or right during stable flight. Typically, pivotable ailerons are mounted on the wings to control the aircraft's roll.

[0003] A vertical stabilizer is typically a vertical fin-like structure mounted at the tail or rear of an aircraft and projecting above the fuselage. The vertical stabilizer provides yaw stability, preventing the aircraft from yawing left or right in stable flight. A pivotable rudder is usually attached to the vertical stabilizer to control yaw. A horizontal stabilizer is a wing-like structure typically mounted near the vertical stabilizer at the tail. Horizontal stabilizers can be mounted on the fuselage or the vertical stabilizer. Horizontal stabilizers provide pitch stability, preventing the aircraft from tilting up or down in stable flight. A pivotable elevator is usually attached to the horizontal stabilizer to control pitch. Alternatively, in the case where the horizontal stabilizer is mounted on the fuselage, the entire horizontal stabilizer can pivot to control pitch; this is sometimes referred to as a flying tail. The vertical and horizontal stabilizers together form the tail fin or tail assembly, which provides stability during flight. The tail fin can form a cross-shaped tail, in which the horizontal stabilizer connects to the vertical stabilizer between the fuselage and the top of the vertical stabilizer, or the tail fin can form a T-shaped tail, in which the horizontal stabilizer connects to the vertical stabilizer at the top of the vertical stabilizer.

[0004] Landing gear is typically a set of wheels, skids, or floats that supports the aircraft when it is on a surface. On some aircraft, the landing gear retracts during stable flight to reduce drag.

[0005] A closed wing is a wing that effectively has two wing sections joined at their respective outer ends to form a continuous surface. Effectively, the two wing sections together form the wingtip of the closed wing. Several types of closed wings exist. For example, a box wing has a lower wing section and an upper wing section joined by a vertical (or vertical) fin between the outer ends of the wing sections. An annular box wing has a lower wing section and an upper wing section that merge smoothly at the outer ends of the respective wing sections. Connected wings have a tandem wing section configuration, where the forward low wing section sweeps backward and / or the rear high wing section sweeps forward, typically forming a roughly triangular outline when viewed from above the fuselage.

[0006] There are different ways to mount wings. For example, in a low wing mount, the wing is mounted near or below the bottom of the fuselage, while in a mid-wing mount, the wing is mounted approximately halfway down the fuselage.

[0007] The leading edge is the leading edge of the wing, while the trailing edge is the trailing edge. The leading edge guides the wing into the airflow, while the trailing edge recedes into the airflow during flight. When viewed from the astronomer, the leading edge is furthest away, and the trailing edge is closest.

[0008] The length of an airfoil is the distance between the root and the outer tip of the airfoil. An airfoil has upper and lower surfaces that meet at the leading and trailing edges. The wing skin is the external structure of the airfoil that forms its edges and surfaces. A cantilevered airfoil is a self-supporting airfoil for stable flight, in which all supporting structures are located within or surrounded by the skin.

[0009] An airfoil is typically a streamlined body that generates lift far greater than drag. The airfoil cross-section is the vertical cross-section of the wing in its intended flight direction. A chord is an imaginary straight line connecting the leading and trailing edges of the airfoil cross-section. The chord length is the length of the chord. The chord length can vary between the root and the wingtip. The camber of an airfoil is the asymmetry between its upper and lower surfaces. The camber line (or mean camber) is a curve that traces or defines the middle section between the upper and lower surfaces in the airfoil cross-section. The camber line extends between the leading and trailing edges of the wing.

[0010] Aircraft have a center of gravity. In non-maneuvering flight, there is no rotation around the center of gravity zero. During maneuvers, fixed-wing aircraft rotate around their center of gravity. When there is no rotation around the center of gravity, the aircraft is said to be trimmed. Aircraft typically have articulated control surfaces, such as the aforementioned ailerons, elevators, and rudders, which generate aerodynamics during flight, allowing the aircraft to be maneuvered and trimmed.

[0011] Overview In a first aspect of the proposed technology, a fixed-wing aircraft is provided, comprising: a fuselage, a closed wing, a first actuator device, and a first connector device. The closed wing is coupled to the fuselage and has a wingtip (or outer end) and a first deformable wing portion. The first actuator device is arranged to supply a first input torque (or a first input torsional moment) to the first connector device when the first actuator device is actuated. The first connector device is arranged to apply a first output torque (or a first output torsional moment) to or at the first deformable wing portion when the first input torque is supplied to the connector device or when the first actuator device is actuated. The first deformable wing portion is arranged to elastically deform when the first output torque (or first output torsional moment) is applied to the first deformable wing portion or when the first actuator device is actuated. The closed wing forms an outer support or outer counter at the wingtip, which is arranged to counteract the first output torque (or first output torsional moment).

[0012] It should be understood that the first connector device is operatively connected to the first actuator device and the first deformable wing portion. It is further understood that the aircraft has a fuselage, and the fuselage and the closed wing can form part of the fuselage. It should also be understood that the first connector device can be arranged to apply a first output torque to the first deformable wing portion relative to the fuselage.

[0013] It should be understood that the fuselage may have an additional closed wing, an additional first actuator device, and an additional first connector device. The additional closed wing is attached to the fuselage on the opposite side of the fuselage to the closed wing, and wherein the closed wing and the additional closed wing have reflective symmetry with respect to the centerline of the fuselage. The additional closed wing, the additional first actuator device, and the additional first connector device may have any of the features of the closed wing, the first actuator device, and the first connector device and are arranged as a closed wing, a first actuator device, and a first connector device. Other components and features described with respect to the first wing may also be present in the additional first wing.

[0014] Throughout these specifications, the term "connected" is understood to mean that two elements are joined without any other element between them, or that two elements are interconnected by one or more additional elements.

[0015] A subject can have a reference configuration and a current configuration, wherein the reference configuration and the current configuration can be different from each other, and the configuration is the set of positions of all particles containing the subject. Deformation is understood here as a transformation of the subject from the reference configuration to the current configuration. Elastic deformation is understood to encompass structural deformation. It should be understood that mechanical deformation, such as that caused by mechanical joints or kinematic pairs with one or more degrees of freedom, is not included, for example, deformation caused by commonly used hinged control surfaces. If an object elastically deforms by applying torque, it should be understood that the torque causes it to assume the current configuration, and if the applied torque is stopped, it returns to its reference configuration.

[0016] The first deformable wing section is configured to elastically deform upon application of a first output torque. The first deformable wing section may also elastically deform due to external loads, such as during flight. It should be understood that the reaction element to the torque can be a reaction element to the full torque or a reaction element to a component of the full torque.

[0017] It should be understood that a closed wing defines a portion of a loop. A closed wing and fuselage can form a complete loop, or a closed wing, fuselage, and vertical stabilizer can form a complete loop. The vertical stabilizer is further described below.

[0018] The proposed technique also allows the aircraft to maneuver without articulated control surfaces, which helps reduce drag. It further allows for trimming the aircraft and varying lift at a given speed. The latter allows the aircraft to adapt to different phases of flight, such as takeoff, stable flight, and landing.

[0019] The first output torque may have a first torque component and a second torque component, or may be composed of the first torque component and the second torque component. The second torque component may be different from the first torque component. In other words, the magnitude of the second torque component may be different from the magnitude of the first torque component, and / or the direction of the second torque component may be different from the direction of the first torque component. It should be understood that the first torque component and the second torque component together form the first torque or a component of the first torque.

[0020] The aircraft is specified to have a first actuator device and a first connector device. In other words, the aircraft may have a first actuator and a connector device arranged to apply a first output torque to a first deformable wing section when the first actuator and connector device are actuated. The first actuator and connector device may consist of or include the first actuator device and the first connector device. In other words, the first actuator device and the first connector device may jointly form the first actuator and connector device. The first connector device may partially form part of the first actuator device, or conversely, the first actuator device may partially form part of the first connector device. This means that the first connector device and the first actuator device share components. The first wing section described below may partially form part of the first actuator device, the first connector device, or the first actuator and connector device.

[0021] It should be understood that the fuselage has a front end or nose and a rear end or tail. It should also be understood that the fuselage can be a rigid structure and can be arranged to remain undeformed when a first input torque is supplied to the first connector assembly or when a first output torque is applied to the first deformable wing portion.

[0022] The aircraft may have a vertical stabilizer. The vertical stabilizer may form part of the aircraft's fuselage. It should be understood that the vertical stabilizer may be connected to or rigidly attached to the fuselage. The vertical stabilizer may be located at the rear end of the fuselage. It may extend upward relative to the fuselage. In other words, the vertical stabilizer may be a dorsal vertical stabilizer. A first deformable wing section may be located between the fuselage and the wingtip, or between the vertical stabilizer and the wingtip. It should be understood that the fuselage may be a rigid structure, and the fuselage may be arranged to remain undeformed when a first output torque is applied to the first deformable wing section.

[0023] A closed wing may have a first wing segment and a second wing segment. It should be understood that the first wing segment and the second wing segment are joined at the wingtip. A first deformable wing portion is then located on or forms part of the first wing segment. The wing portion is understood to provide lift during flight. The combined first and second wing segments can collectively provide the full lift of the closed wing during flight. A fixed-wing aircraft is defined as including a closed wing that is coupled to a fuselage and has a wingtip and a first deformable wing segment. The closed wing forms an external support or external reaction member at the wingtip, which is arranged to counteract a first output torque (or a first output torsional moment). In other words, a closed wing can be a combined wing having a first wing segment and a second wing segment. As mentioned above, it should be understood that the first wing segment and the second wing segment are joined at the wingtip.

[0024] The aspect ratio of a wing segment is the length of the wing segment divided by its average chord length. A low aspect ratio wing segment appears short and thick when viewed from above, while a high aspect ratio wing segment appears long and thin. The latter is aerodynamically more efficient, exhibiting lower induced drag at subsonic speeds. Closed wings allow for high aspect ratio wings with thin airfoil cross-sections. This, in turn, facilitates easier elastic deformation of the wing segment. The proposed technique allows for deformable high aspect ratio wings with thin profiles. The first wing segment can be a high aspect ratio wing segment. This facilitates the torsional deformation of the first deformable wing section. For example, the aspect ratio can be greater than 5, or greater than 8, or greater than 10.

[0025] It should be understood that each wing segment has a root or inner end and an outer end. It is understood that the wing segment extends from the root to the outer end. The outer end of the corresponding wing segment may be located at the wingtip. The first deformable wing portion may be located between the root and the outer end of the first wing segment. The root of the first wing segment and the root of the second wing segment may be disconnected or spaced apart.

[0026] A closed wing may have upright (or vertical) flaps at the wingtips that connect a first wing segment and a second wing segment. For example, a closed wing may be a box wing. In other words, a closed wing may have upright or vertical flaps that connect the outer ends of the first wing segment and the outer ends of the second wing segment. Alternatively, the first and second wing segments may be merged or connected at the wingtips, preferably in a smooth transition manner. In other words, the outer ends of the first and second wing segments may be joined together at the wingtips, or the complete closed wing may consist of the first and second wing segments. For example, a closed wing may be a ring-shaped box wing. An object is composed of one or more elements, and is understood to mean that the complete object is composed of elements.

[0027] In level flight, the first wing segment may be located below or at a lower altitude than the second wing segment. More specifically, in level flight, the root of the first wing segment may be located below or at a lower altitude than the root of the second wing segment. In other words, the first wing segment may be the lower wing segment, and the second wing segment may be the upper wing segment. Alternatively, in level flight, the first wing segment may be located above or at a higher altitude than the second wing segment. More specifically, in level flight, the root of the first wing segment may be located above or at a higher altitude than the root of the second wing segment. In other words, the first wing segment may be the upper wing segment, and the second wing segment may be the lower wing segment.

[0028] In level flight, the first wing segment may be in front of the second wing segment. More specifically, in level flight, the root of the first wing segment may be in front of the root of the second wing segment. In other words, the first wing segment may be the fore-wing segment, and the second wing segment may be the aft-wing segment. Alternatively, in level flight, the first wing segment may be behind the second wing segment. More specifically, in level flight, the root of the first wing segment may be behind the root of the second wing segment. In other words, the first wing segment may be the aft-wing segment, and the second wing segment may be the fore-wing segment.

[0029] Preferably, the forward wing section is the lower wing section, and the rear wing section is the upper wing section. In other words, the closed wing can be a connected wing. Additionally, the first wing section and the second wing section can merge at the wingtip, as described above. In other words, the closed wing can be a ring-shaped connected wing.

[0030] The root of the canard wing section can be coupled to the fuselage. The root of the canard wing section can be connected to or rigidly attached to the fuselage. Alternatively, the root of the canard wing section can be rotatably coupled to the fuselage. For example, the aircraft may have a forward rotary joint that interconnects the first wing section (or more precisely, the root of the first wing section) to the fuselage. It should be understood that the forward rotary joint is arranged to allow rotation of the first wing section or the root of the canard wing section relative to the fuselage. The forward rotary joint can be arranged to bear the full load on the canard wing section during stable flight.

[0031] The root of the aft wing section can be coupled to the fuselage via or through the vertical stabilizer. In other words, the root of the aft wing section can be connected to or rigidly attached to the vertical stabilizer. Alternatively, the root of the aft wing section can be rotatably coupled to the vertical stabilizer. For example, the aircraft may have a rear rotary joint that interconnects the aft wing section (or more precisely, the root of the aft wing section) with the vertical stabilizer. It should be understood that the rear rotary joint is arranged to allow the aft wing section or the root of the aft wing section to rotate relative to the vertical stabilizer. The rear rotary joint can be arranged to bear the full load on the aft wing section during stable flight.

[0032] Each of the first wing segment and the second wing segment may have a leading edge and a trailing edge. It should be understood that the leading edge and trailing edge of the first deformable wing segment form part of the corresponding edge of the first wing segment, which in turn forms part of the corresponding edge of the closed wing.

[0033] The first actuator may be separate from or spaced apart from the first deformable wing section or the closed wing. The first actuator may be located outside or away from the first wing section or the closed wing. The first actuator may be located within the fuselage and / or in the vertical stabilizer.

[0034] It should be understood that the first actuator device may include a first actuator. The first actuator is understood to be a component of the first actuator device that generates displacement and / or rotation, which the first actuator device converts into a first input torque. The first actuator may generate displacement and / or rotation when the first actuator device is actuated. The first actuator may be separate from or spaced apart from the first deformable wing portion, the first wing section, or the closed wing. The first actuator may be located outside or away from the first wing section or the closed wing. The first actuator may be located within the fuselage and / or in the vertical stabilizer.

[0035] The first actuator device may be coupled to the fuselage, and the fuselage may be arranged as a reaction element to generate the first input torque. More specifically, the first actuator device may be coupled to the fuselage and / or a horizontal stabilizer, and the fuselage and / or the horizontal stabilizer may be arranged as a reaction element to generate the first input torque.

[0036] According to the above provisions, the aircraft may have a first actuator and connector assembly arranged to apply a first output torque to a first deformable wing portion when the first actuator and connector assembly are actuated. The first actuator and connector assembly may be coupled to the fuselage, and the fuselage may be arranged as a reaction force forming the first input torque. More specifically, the first actuator and connector assembly may be connected to the fuselage and / or the horizontal stabilizer, and the fuselage and / or the horizontal stabilizer may be arranged as a reaction force forming the first input torque.

[0037] The following specifies that the first connector device can be a first shaft device. For example, the first actuator device can be a rotary actuator, such as a torque motor, having a rotor connected to the first shaft device. Alternatively, the first actuator device can include a first actuator and a first shaft connector operatively connecting the first actuator and the first shaft device. For example, the first actuator can be a linear actuator, such as a hydraulic cylinder, and the first shaft connector can be a lever connected to the first shaft device; or the first actuator device can be a rotary actuator with a rotor, such as a torque motor, and the first shaft connector can be a gear set connecting the rotor to the first shaft device or include a gear set connecting the rotor to the first shaft device.

[0038] The first actuator device is configured to supply a first input torque to a first connector device when the first actuator device is actuated, and the first connector device is configured to apply a first output torque to a first deformable wing portion when the first input torque is supplied to the connector device. The first connector device may be a first shaft device or include a first shaft device. The first shaft device includes a first shaft coupled to or connected to the first deformable wing portion. The first shaft may extend in a direction from the root of the first wing segment to the outer end of the wing segment. The first shaft may extend at least partially through the first deformable wing portion. It should be understood that the first shaft may be centered on a first shaft axis. It should be understood that the first shaft may be straight. It should also be understood that the first shaft may extend within the first wing segment.

[0039] The first shaft can be connected to a first actuator device. This means that the first output torque can be the same as the first input torque. The first shaft can be connected to a first actuator device within the fuselage and / or vertical stabilizer. The first shaft can extend from the first wing segment at its root. The first shaft can extend into the fuselage and / or vertical stabilizer. The first shaft can be directly connected to the first actuator device. In other words, the first actuator device can be arranged to supply the first input torque directly to the first shaft. For example, the first actuator device can be a torque motor having a rotor connected to the first shaft, or the first actuator can be a hydraulic cylinder, and the first shaft connector can be a lever connected to the first shaft, as outlined above for the first shaft device. The first shaft can be arranged to transmit the full first output torque to the first deformable wing segment.

[0040] As an alternative to the first shaft being connected to the first actuator device, the first shaft device may include a second shaft that is connected to and coupled to or connected to the first shaft. It should be understood that the second shaft and the first shaft are connected in series with respect to the first actuator device. It should be understood that the second shaft may be straight and centered on a second shaft axis. It should also be understood that the entire first shaft may extend within the first wing section, and the second shaft may extend within the first wing section.

[0041] The first actuator device is specified to be separate from the closed wing. A second shaft may be connected to the first actuator device within the fuselage and / or vertical stabilizer. The second shaft may extend from the root of the first wing segment. The second shaft may extend into the fuselage and / or vertical stabilizer. The second shaft may be directly connected to the first actuator device. In other words, the first actuator device may be arranged to supply a first input torque directly to the second shaft. For example, the first actuator device may be a torque motor having a rotor connected to the second shaft, or the first actuator may be a hydraulic cylinder, and the first shaft connector may be a lever connected to the second shaft, as outlined above for the first shaft device.

[0042] The first axis can be flexible. Similarly, the second axis can be flexible. In this way, the axes are arranged to adapt to the load deformation of the closed wing (or more specifically, the first wing section) during flight.

[0043] Either the first axis or the second axis can be a fiber-reinforced structure. More specifically, either the first axis or the second axis can be a carbon fiber-reinforced structure. In other words, either the first axis or the second axis can be composed of a fiber-reinforced polymer composite material. More specifically, either the first axis or the second axis can be composed of a carbon fiber-reinforced polymer composite material.

[0044] The second shaft is specified to be connected to the first shaft. The second shaft and the first shaft can be connected to each other within the first wing section. The first shaft assembly may include an inter-shaft connector connecting the second shaft and the first shaft. It should be understood that the inter-shaft connector is located within the first wing section.

[0045] The first shaft assembly or inter-shaft connector may include one or more additional shafts, wherein the second shaft is coupled to the first shaft via one or more additional shafts.

[0046] An inter-shaft connector can be arranged to transmit a first input torque (or a component of the first input torque) from a second shaft to a first shaft. This means that the first output torque is the same as or substantially the same as the first input torque (or a component of the first input torque). For example, the inter-shaft connector can be a universal joint or includes a universal joint, wherein the second shaft is connected to the first shaft via the universal joint. In this way, the first shaft assembly is arranged to accommodate load deformation of the closed wing (or more specifically, the first wing section) during flight.

[0047] As an alternative to arranging the inter-shaft connector to transmit the first input torque from the second shaft to the first shaft, the inter-shaft connector can be arranged to convert the first input torque (or a component of the first input torque) into a first output torque (or a first torque component). For example, the inter-shaft connector can be a gear mechanism or include a gear mechanism, wherein the second shaft is coupled to the first shaft via the gear mechanism. The inter-shaft connector can be arranged to convert the first input torque (or a component of the first input torque) into the first output torque (or the first torque component) with a mechanical benefit of less than one. This means that the first output torque is less than the first input torque. Alternatively, the inter-shaft connector can be arranged to convert the first input torque (or a component of the first input torque) into the first output torque (or the first torque component) with a mechanical benefit of greater than one. This means that the first output torque is greater than the first input torque.

[0048] As described above, the inter-shaft connector can be arranged to convert a first input torque (or a component of the first input torque) into a first output torque (or a first torque component). The inter-shaft connector can generate a counter-torque acting across the entire inter-shaft connector when the first input torque is converted into the first output torque (or the first torque component). Typically, the counter-torque corresponds to the difference between the first input torque and the first output torque. The inter-shaft connector can be connected to a first wing section or a static wing portion described below, and arranged to transmit the counter-torque to the first wing section or the static wing portion. A support member can be formed at the inter-shaft connector, arranged to counteract the counter-torque. The inter-shaft connector can be connected to the first wing section at a location closer to the leading edge of the first wing section than to the trailing edge. The inter-shaft connector can be spaced apart from the first deformable wing portion. In other words, the first deformable wing portion can be arranged to not elastically deform when the counter-torque is transmitted to the first wing section. For example, the gear mechanism may include a single-stage gear and a shaft support, wherein a second shaft is connected to a first shaft via the single-stage gear, the shaft support fixes the positions of the second and first shafts at the single-stage gear, and the shaft support is attached to a first wing section. An inter-shaft connector may be located in and / or attached to a static wing section. This means that when a first output torque is applied to the first deformable wing section, a counter-torque will not deform the first wing section.

[0049] The inter-shaft connector can be arranged such that the first shaft rotates in the same direction of rotation as the second shaft. For example, the inter-shaft connector may include a universal joint or a two-stage gear, wherein the second shaft is connected to the first shaft via the universal joint or the two-stage gear. Combined with the torque conversion described above, this has the advantage of less back torque from the inter-shaft connector.

[0050] The second axis and the first axis can be parallel or aligned. In other words, the second axis and the first axis can extend in the same direction, or the axes of the first and second axes can be parallel or aligned. For example, an inter-axis connector may include a universal joint, as described above.

[0051] Alternatively, the second shaft and the first shaft may be tilted or angled relative to each other. In other words, the second shaft and the first shaft may extend in different directions, or the axes of the first shaft and the second shaft may be tilted or angled relative to each other. For example, the inter-shaft connector may include a universal joint, as described above. Alternatively, the inter-shaft connector may include a gear mechanism as described above, and the gear mechanism has a bevel gear having an input axis parallel to the second shaft and an output axis parallel to the first shaft.

[0052] The second axis can extend along a direction from the root of the first wing segment to the outer end of the wing segment. This is advantageous when combined with the parallelism between the second and first axes. Alternatively, the second axis can extend along a direction from the root of the first wing segment to the leading edge of the first wing segment. This is advantageous when combined with the inclination between the second and first axes.

[0053] The first connector assembly may include a first wing connector connected to or attached to a first deformable wing portion. It should be understood that the first connector assembly is arranged to apply a first output torque (or a first torque component) to the first deformable wing portion via the first wing connector. A first shaft may be connected to or attached to the first wing connector. It should be understood that the first shaft may be rigidly connected to or attached to the first wing connector. Such a first wing connector may form a rigid structure or a rigid structure.

[0054] The first connector device is configured to apply a first output torque to a first deformable wing portion when a first input torque is supplied to the connector device, and the first output torque may have a first torque component and a second torque component, or may consist of the first torque component and the second torque component. The first torque component and the second torque component may be applied to the first deformable wing portion, and the second torque component may be applied closer to the fuselage and / or the horizontal stabilizer (or closer to the root of the first wing segment) than to the first torque component.

[0055] Further specifying, the first connector device may be a first shaft device, which may include a first shaft coupled to the first deformable wing portion, and the first shaft device may include a second shaft connected to the first actuator device and a second shaft connected to the first shaft. The first shaft may be arranged to transmit the complete first output torque to the first deformable wing portion. Alternatively, the first shaft may be arranged to transmit a first torque component to the first deformable wing portion, and the second shaft may be arranged to transmit a second torque component to the first deformable wing portion.

[0056] The first connector device may include a first wing connector connected to a first deformable wing portion, wherein the first connector device is arranged to apply a first output torque to the first deformable wing portion via the first wing connector. The first connector device may be arranged to apply the full first output torque to the first deformable wing portion via the first wing connector. Alternatively, the first connector device may further include a second wing connector connected to the first deformable wing portion, wherein the first connector device is arranged to apply a first torque component to the first deformable wing portion via the first wing connector and a second torque component to the first deformable wing portion via the second wing connector. In other words, the first connector device may include a first wing connector and a second wing connector connected to the first deformable wing portion, wherein the first connector device is arranged to apply a first output torque to the first deformable wing portion via the first wing connector and the second wing connector, and the first output torque is divided into a first torque component applied via the first wing connector and a second torque component applied via the second wing connector. The first wing connector may connect the aforementioned first shaft and the first deformable wing portion, and the second wing connector may connect the aforementioned second shaft and the first deformable wing portion. The second wing connector can be located between the first wing connector and the root of the first wing segment.

[0057] The first shaft can be connected to or attached to a first wing connector. Such a first wing connector can be either a rigid or integral structure. The first wing connector can rigidly connect the first shaft to the first deformable wing portion. Alternatively, the first wing connector can include a plurality of first fasteners, wherein each first fastener is connected to or attached to the first deformable wing portion, the first shaft is connected to or attached to each first fastener, and the first fasteners span the first deformable wing portion or are spaced apart along the first shaft. In other words, the first fasteners can individually and independently connect the first shaft to the first deformable wing portion. It should be understood that the first fasteners are arranged to collectively transmit the first output torque or first torque component to the first deformable wing portion. Each first fastener can be either a rigid or integral structure. Each first fastener can rigidly connect the first shaft to the first deformable wing portion. The first fasteners spanning the first deformable wing portion or being spaced apart along the first shaft allow the first shaft to twist between the first fasteners, which helps to uniformly apply the first output torque (or first torque component) to the first deformable wing portion.

[0058] Similarly, the second shaft can be connected to or attached to the second wing connector. Such a second wing connector can be a rigid structure or a rigid structure. The second wing connector can rigidly connect the second shaft to the first deformable wing portion. Alternatively, the second wing connector can include a plurality of second fasteners, wherein each second fastener is connected to or attached to the first deformable wing portion, the second shaft is connected to or attached to each second fastener, and the second fasteners span the first deformable wing portion or are spaced apart along the second shaft. In other words, the second fasteners can individually and independently connect the second shaft to the first deformable wing portion. It should be understood that the second fasteners are arranged to collectively transmit the second torque component to the first deformable wing portion. Each second fastener can be a rigid structure or a rigid structure. Each second fastener can rigidly connect the second shaft to the first deformable wing portion. The second fasteners spanning the first deformable wing portion or being spaced apart along the second shaft allow the second shaft to twist between the second fasteners, which helps to uniformly apply the second torque component to the first deformable wing portion.

[0059] It should be understood that the first deformable wing section may have an airfoil cross-section. Each of the first and / or second fasteners may be elongated and aligned with the airfoil cross-section or with the intended flight direction. Alternatively, each of the first and / or second fasteners may be elongated and transverse to or perpendicular to the first and / or second axes.

[0060] The above-described design allows the first and second wing segments to merge at the wingtip. The leading edges of both segments then together form the uninterrupted leading edge of the closed wing. Similarly, the trailing edges of both segments then together form the uninterrupted trailing edge of the closed wing.

[0061] Each of the first and second wing segments may have an upper surface and a lower surface. It should be understood that the upper and lower surfaces are outer surfaces. For each wing segment, the upper and lower surfaces may connect at the leading and trailing edges of the wing segment. In other words, the upper and lower surfaces of each wing segment may extend between the leading and trailing edges of the wing segment.

[0062] The above-described first and second wing segments can be merged at the wingtip. Then, the upper surface of the first wing segment can connect to the lower surface of the second wing segment at the wingtip. Similarly, the lower surface of the first wing segment can then connect to the upper surface of the second wing segment at the wingtip. The upper and lower surfaces of the first and second wing segments can then collectively form the outer wing surface. This outer wing surface extends between the roots of the first and second wing segments.

[0063] Either the upper or lower surface can be continuous. This means there are no structural holes in the surface. Either the upper or lower surface can be continuous or smooth. This means there are no gaps, cuts, or other sharp features in the surface. For example, the surface cannot be defined by pivotable flaps, pivotable ailerons, or pivotable elevators.

[0064] The complete closed wing, the complete first wing segment, or the complete first deformable wing section can be an integral structure or a non-hinged structure, meaning that the closed wing, the first wing segment, or the first deformable wing section is not composed of several parts that can move relative to each other without deforming. In other words, the closed wing, the first wing segment, or the first deformable wing section can form a single continuous structure.

[0065] A closed wing may have a skin. The skin may extend continuously from the first wing segment to the second wing segment via the wingtip. In other words, a closed wing may have an outer surface that extends continuously from the first wing segment to the second wing segment via the wingtip. A fixed-wing aircraft is defined as a closed wing with a wingtip. In other words, a fixed-wing aircraft may include a wing having a wingtip, a first wing segment, a second wing segment, and a skin or outer surface, wherein the skin or outer surface extends continuously from the first wing segment to the second wing segment via the wingtip. It should be understood that the first wing segment and the second wing segment may have any of the features described above.

[0066] The structural strength of the skin at the leading edge of a closed wing can be greater than that at the trailing edge. The skin of a closed wing can be arranged to bear all loads on the closed wing during stable flight. The skin of a closed wing can form or define the aforementioned leading edge, trailing edge, upper surface, and lower surface of the closed wing. The skin of a closed wing can be a monocoque skin, meaning it is arranged to bear all tensile and compressive forces on the closed wing within the skin during flight.

[0067] The first wing segment may have a first skin. The structural strength of the first skin at the leading edge of the first wing segment may be greater than the structural strength at the trailing edge of the first wing segment. The skin of the first wing segment may be arranged to bear all loads on the first wing segment during stable flight. Similarly, the second wing segment may have a second skin. The structural strength of the second skin at the leading edge of any wing segment may be greater than the structural strength at the trailing edge of any wing segment. The skin of any wing segment may be arranged to bear all loads on the wing segment during stable flight. The skin of any wing segment may form or define the aforementioned leading edge, trailing edge, upper surface, and lower surface of the wing segment. The foregoing specifies that the first wing segment and the second wing segment may merge at the wingtip. The first skin and the second skin may then together form the combined skin of a closed wing. The first skin may be a monocoque skin, meaning that the first skin is arranged to bear all tensile and compressive forces on the first wing within the first skin during flight. Similarly, the second skin can be a monocoque skin, which means that the second skin is arranged to bear all the tensile and compressive forces on the first wing within the second skin during flight.

[0068] The skin of the first wing section can define the aforementioned upper and lower surfaces of the first wing section. Similarly, the skin of the first wing section can define the aforementioned leading and trailing edges of the first wing section.

[0069] The first deformable wing section may have a skin. The structural strength of the skin at the leading edge of the first deformable wing section may be greater than the structural strength at the trailing edge of the first deformable wing section. The skin of the first deformable wing section may be arranged to bear all loads on the first deformable wing section during stable flight. The skin of the first deformable wing section may partially form or define the aforementioned leading edge, trailing edge, upper surface, and lower surface of the first deformable wing section. It should be understood that the skin of the first deformable wing section may form part of the skin of the first wing segment. The skin of the first deformable wing section may be a monocoque skin, meaning that it is arranged to bear all tensile and compressive forces on the first deformable wing section within the skin of the first deformable wing section during flight. The skin of the deformable wing section may be arranged to elastically deform when a first output torque is applied to the first deformable wing section.

[0070] Any of the above-described skins can be a monolithic structure or a single structure. This means it is not composed of separable elements or includes any hinged elements. The skin can be continuous or smooth. This means there are no gaps, cuts, or other sharp features in the skin. Any of the above-described skins can be hollow.

[0071] Any of the aforementioned skins can be fiber-reinforced structures. More specifically, the skin can be a carbon fiber-reinforced structure. The skin can be composed of or primarily of fiber-reinforced polymers or fiber-reinforced plastics. For example, the entire skin can be composed of fiber-reinforced polymers, or more than 90% of the volume of the skin can be composed of fiber-reinforced polymers. Preferably, the polymer is a cured thermosetting resin. Preferably, the fiber is carbon fiber. The carbon fiber can be in the form of woven sheets of carbon fiber. The sheets can be overlapped and form a layered structure. This allows the thickness of the skin to vary in the direction from the leading edge to the trailing edge and in the direction from the root of the first wing segment to the outer end of the first wing segment. The sheets can be aligned with the aforementioned upper and / or lower surfaces. The sheets can coexist across the leading and trailing edges. The fiber-reinforced polymer can have a Young's modulus of 200 GPa-500 GPa.

[0072] It should be understood that the first deformable wing portion may extend between the leading and trailing edges of the first wing segment. In other words, the first deformable wing portion may extend across the entire width of the first wing segment. It should also be understood that the leading and trailing edges of the first wing segment may form part of the first deformable wing portion. It should also be understood that the upper and lower surfaces of the first wing segment may be at least partially defined by the first deformable wing portion.

[0073] The first deformable wing section can extend from the fuselage to the wingtip. In other words, the first deformable wing section can extend from the root to the outer end of the first wing segment, or the entire first wing segment can be the first deformable wing section.

[0074] Alternatively, the first deformable wing portion may be spaced apart from the root of the first wing section. This means that the first wing section does not deform at the root when the first actuator is actuated. In other words, the first deformable wing portion may be spaced apart from the fuselage or from the vertical stabilizer. The first wing section may have a hinged control surface, such as a pivot flap, located between the first deformable wing portion and the root of the first wing section.

[0075] The first deformable wing portion can be spaced apart from the outer end of the first wing section. This means that when the first actuator is actuated, the first wing section does not deform at its outer end. In other words, the first deformable wing portion can be spaced apart from the wingtip of the closed wing. The first wing section can have a hinged control surface, such as a pivot aileron, located between the first deformable wing portion and the outer end of the first wing section.

[0076] The center of the first deformable wing section can be located closer to the outer end of the first wing section than to the root. In other words, the center of the first deformable wing section can be positioned closer to the wingtip than to the fuselage or vertical stabilizer. If the first wing section is a canard section, the first deformable wing section can be arranged to function as an aileron. Alternatively, the center of the first deformable wing section can be located closer to the outer end of the first wing section than to the root. In other words, the center of the first deformable wing section can be located closer to the fuselage or vertical stabilizer than to the wingtip. If the first deformable wing section is a rear wing section, the first deformable wing section can be arranged to function as an elevator. The center can be the center of mass or center of gravity of the first deformable wing section.

[0077] It should be understood that the first deformable wing segment may have an airfoil cross section, and the first airfoil cross section may have (or define) a chord and a chord length. The chord corresponds to the straight line between the leading and trailing edges, and the chord length corresponds to the distance between the leading and trailing edges of the airfoil cross section, or the length of the chord. The upper surface of the first deformable wing segment may have an upper curvature spanning the wing segment. Similarly, the lower surface of the first deformable wing segment may have a lower curvature spanning the wing segment. The upper and lower surfaces of the first wing segment may define camber or asymmetry on the first deformable wing segment. Camber is understood to extend from the leading edge to the trailing edge of the first wing segment. The first airfoil cross section may define (or have) a mid-curvature. The mid-curvature corresponds to the curve depicting the middle section between the upper and lower surfaces in the airfoil cross section. Angle of attack is the angle between the chord of the airfoil cross section and the intended direction of flight.

[0078] The specification stipulates that a first connector device is arranged to apply a first output torque to a first deformable wing portion when a first input torque is supplied to the connector device, and the first deformable wing portion is arranged to elastically deform when the first output torque is applied to the first deformable wing portion. It should be understood that the first deformable wing portion has a geometric structure or shape, and the first deformable wing portion can be arranged to change its geometry when the first output torque is applied to the first deformable wing portion.

[0079] It should be understood that the deformation of the first deformable wing portion can vary along the first wing section. More specifically, the deformation of the first deformable wing portion can vary along the direction from the leading edge to the trailing edge of the first wing section and / or along the direction from the root to the outer end of the first wing section. It should be understood that the deformation of the first deformable wing portion can vary gradually along the first deformable wing portion.

[0080] The first deformable wing section can be arranged to change the camber of the first deformable wing section when a first output torque is applied to it. More specifically, the first deformable wing section can be arranged to change the shape of the mid-curvature of its airfoil cross-section when the first output torque is applied to it. More specifically, the first deformable wing section can be arranged to maintain the mid-curvature shape at the leading edge of the first wing section and change the mid-curvature shape at the trailing edge of the first wing section when the first output torque is applied to it. In other words, the first deformable wing section can be arranged to maintain its shape at the leading edge and elastically deform at the trailing edge. This allows the first deformable wing section to function as a commonly used aileron or elevator.

[0081] The first deformable wing portion can be arranged to change the shape and orientation of the mid-curve of the airfoil cross section when a first output torque is applied to it. The first deformable wing portion can also be arranged to change the angle of attack of the airfoil cross section when the first output torque is applied to it. Furthermore, the first deformable wing portion can be arranged to simultaneously change the shape of the mid-curve of the airfoil cross section when the first output torque is applied to it.

[0082] Alternatively, the first deformable wing portion can be arranged to maintain the mid-curvature shape of the airfoil cross-section and change the orientation of the mid-curvature of the airfoil cross-section when a first output torque is applied to the first deformable wing portion. The first deformable wing portion can be arranged to change the angle of attack of the airfoil cross-section when a first output torque is applied to the first deformable wing portion. The first deformable wing portion can be arranged to simultaneously maintain the mid-curvature shape of the airfoil cross-section.

[0083] The first deformable wing portion can be arranged to twist relative to the fuselage and / or vertical stabilizer and wingtip, or relative to the root and outer end of the first wing section, when a first output torque is applied to the first deformable wing portion. More specifically, the first deformable wing portion can be arranged to twist about a first torsion axis when a first output torque is applied to the first deformable wing portion. The first torsion axis can extend between the fuselage and wingtip, or between the root and outer end of the first wing section. The first torsion axis can be parallel to or aligned with the aforementioned first axis or first axis line. The first torsion axis can be centered on the first axis or first axis line. In other words, the first deformable wing portion can be arranged to twist about the first axis or first axis line. The torsion axis can be positioned closer to the leading edge than to the trailing edge. This means that when a first output torque is applied to the first deformable wing portion, the position of the trailing edge will be offset more than the position of the leading edge. The first deformable wing portion can be arranged to twist in the opposite direction when the direction of the first output torque changes. This allows the first deformable wing portion to be used as a commonly used aileron or elevator.

[0084] The first connector device is specified to operatively connect the first actuator device and the first deformable wing portion. Further specified above, the first connector device may include a first wing connector connected to the first deformable wing portion, and the first wing connector may include a plurality of first fasteners.

[0085] The first connector device can be connected to the first deformable wing portion at its upper surface and disconnected from it at its lower surface, or vice versa. For example, the first wing connector can be connected to or attached to the first deformable wing portion at its upper surface and disconnected from it at its lower surface; conversely, the first wing connector can be connected to or attached to the first deformable wing portion at its lower surface and disconnected from it at its upper surface. In other words, the first wing connector can contact the first deformable wing portion at its upper surface and be spaced apart from it at its lower surface; conversely, the first wing connector can contact the first deformable wing portion at its lower surface and be spaced apart from it at its upper surface.

[0086] The first wing connector may be spaced apart from the leading edge. The first wing connector may be connected to the first deformable wing portion at the trailing edge or closer to the trailing edge than the leading edge. In other words, the first wing connector may be located closer to the trailing edge than closer to the leading edge. For example, the first shaft of the aforementioned first shaft assembly may be positioned at the first deformable wing portion closer to the trailing edge than closer to the leading edge. As described above, the features described herein allow the first deformable wing portion to maintain camber at the leading edge and change camber at the trailing edge.

[0087] The first wing connector can be arranged to directly interact with the first deformable wing portion on the upper surface and change the upper curvature of the first deformable wing portion when actuated by the first actuator. The first deformable wing portion can be arranged to change the chord length of the airfoil cross-section of the first deformable wing portion when the upper curvature changes, and to change the lower curvature of the first deformable wing portion when the chord length changes. Alternatively, the first wing connector can be arranged to directly interact with the first deformable wing portion on the lower surface and change the lower curvature of the first deformable wing portion when actuated by the first actuator. The first deformable wing portion can be arranged to change the chord length of the airfoil cross-section of the first deformable wing portion when the lower curvature changes, and to change the upper curvature of the first deformable wing portion when the chord length changes.

[0088] As an alternative to the first connector device being connected to the first deformable wing portion at the upper surface and disconnected from the first deformable wing portion at the lower surface, or vice versa, the first connector device may be connected to the first deformable wing portion at both the upper and lower surfaces. For example, the first wing connector may be connected to or attached to the first deformable wing portion at both the upper and lower surfaces. The first wing connector may be attached to the first deformable wing portion at a location closer to the leading edge than to the trailing edge, or at the leading edge and / or trailing edge. For example, at the first deformable wing portion, the first shaft may be positioned closer to the leading edge than to the trailing edge. The features described herein allow the first deformable wing portion to maintain the mid-curvature shape of the airfoil cross-section and change the mid-curvature orientation of the airfoil cross-section, or allow the first deformable wing portion to twist relative to the fuselage and wingtip, as described above.

[0089] The first deformable wing portion can extend along the entire length of the first wing segment from the root to the outer end. In other words, the first deformable wing portion can form or constitute the first wing segment from the root to the outer end.

[0090] The first deformable wing portion may be located at the root of the first wing section, or at the fuselage or vertical stabilizer. Alternatively, the first deformable wing portion may be separated from the root of the first wing section.

[0091] The closed wing can have a first wing segment, and then a first deformable wing portion is located on the first wing segment. The closed wing can also have a static wing portion located on the first wing segment. The static wing portion can be arranged to remain undeformed or maintain its shape when a first output torque is applied to the first deformable wing portion. The static wing portion can be located between the root of the first wing segment and the first deformable wing portion. It should be understood that the static wing portion can extend between the leading and trailing edges of the first wing segment. It should also be understood that the leading and trailing edges of the first wing segment can form part of the static wing portion. It should also be understood that the upper and lower surfaces of the first wing segment can be partially defined by the static wing portion.

[0092] A static wing portion may be located at or connected to the root of the first wing segment. The root of the first wing segment may be a rigid structure. In other words, the static wing portion may form the root of the first wing segment, or the root of the first segment may be a static wing portion arranged to remain undeformed or maintain its shape when a first output torque is applied to the first deformable wing portion. The root of the first wing segment may form part of a first actuator device and / or a first connector device. More generally, the root of the first wing segment may form part of a first actuator and connector device.

[0093] The static wing section can be fixed to or rigidly attached to the fuselage or vertical stabilizer. This means that the orientation and position of the root of the first wing section cannot be changed relative to the fuselage or vertical stabilizer. Alternatively, the static wing section can be rotatably connected to the fuselage or vertical stabilizer, for example, via a rotary joint described below. The first deformable wing section can be connected to the static wing section. More specifically, the first deformable wing section can be fixed to or rigidly attached to the static wing section. Alternatively, the first deformable wing section can be rotatably connected to the static wing section, for example, via a rotary joint described below.

[0094] The first wing section may have a hinged control surface located on or at the static wing section, such as a pivot flap or pivot aileron.

[0095] The root of the first wing section can be connected to the fuselage or vertical stabilizer. This means there are no additional elements between the root of the first wing section and the fuselage or vertical stabilizer. More specifically, the root of the first wing section can be fixed to or rigidly attached to the fuselage or vertical stabilizer. This means the orientation and position of the root of the first wing section cannot be changed relative to the fuselage or vertical stabilizer. It is specified that a closed wing forms an outer support at the wingtip, which is arranged to counteract the first output torque. Similarly, the fuselage or vertical stabilizer can form an inner support or inner reaction element, which is arranged to counteract the first output torque. It should then be understood that the outer and inner supports can be arranged to jointly counteract the first output torque.

[0096] The root of the first wing section can be connected to the fuselage or the vertical stabilizer. The root of the first wing section can be rotatably connected to the fuselage or the vertical stabilizer, for example, via a rotary joint as described below. This means that the root of the first wing section can rotate relative to the fuselage or the vertical stabilizer. In other words, the root of the first wing section can rotate relative to the fuselage and / or the vertical stabilizer. Furthermore, the root of the first wing section can have a fixed position relative to the fuselage and / or the vertical stabilizer. For example, the position of the rotary joint can be fixed relative to the root of the first wing section and the fuselage.

[0097] The first actuator device and / or the first connector device may be arranged to change the angle of attack of the first wing section at the root of the first wing section or the angle of attack of the first deformable wing section at the static wing section when the first input torque is supplied to the first connector device or when the first output torque is applied to the first deformable wing section.

[0098] The aircraft may include a rotary joint that connects to the root of a first wing section and to the fuselage or vertical stabilizer. It should be understood that the rotary joint rotatably supports the root of the first wing section relative to the fuselage or vertical stabilizer. In other words, the rotary joint is arranged to allow the root of the first wing section to rotate relative to the fuselage or vertical stabilizer. The rotary joint may be arranged to bear the entire load on the first wing section in flight. The rotary joint may be positioned closer to the leading edge of the first wing section than to the trailing edge. The rotary joint may have or define an axis of rotation about which the first wing section or its root can rotate at the fuselage or vertical stabilizer. The axis of rotation may be transverse or perpendicular to the intended flight direction. The rotary joint may have a rotating portion attached to or secured to the first wing section or its root, and a mating static portion attached to or secured to the fuselage or vertical stabilizer. For example, the rotary joint may be a pin joint.

[0099] Alternatively, the aircraft may include a rotary joint connecting the first deformable wing section and the static wing section. It should be understood that the rotary joint rotatably supports the deformable wing section relative to the static wing section. In other words, the rotary joint is arranged to allow the first deformable wing section to rotate relative to the static wing section. The rotary joint may be arranged to bear the entire load on the first deformable wing section during flight. The rotary joint may be positioned closer to the leading edge of the first deformable wing section than to the trailing edge. The rotary joint may have or define an axis of rotation about which the first deformable wing section can rotate at the static wing section. The axis of rotation may be transverse or perpendicular to the intended flight direction. The rotary joint may have a rotating portion attached to or secured to the first deformable wing section and a mating static portion attached to or secured to the static wing section. For example, the rotary joint may be a pin joint.

[0100] The first connector device can be arranged to change the angle of attack of the first wing section at the root of the first wing section or the angle of attack of the first deformable wing portion at the static wing portion when the first input torque is supplied to the first connector.

[0101] A rotary joint may form part of the first connector assembly. In other words, the first connector assembly may include a rotary joint. The root of the first wing segment may form part of the first connector assembly. In other words, the first connector assembly may include the root of the first wing segment.

[0102] The first actuator device is specified to include a first actuator, which may be located within the fuselage and / or in the vertical stabilizer. The first actuator may be coupled to or connected to the rotating portion of a rotary joint. A first connector device may be arranged to apply or transmit a first output torque to a first deformable wing section via the rotary joint or via the rotating portion of the rotary joint and the root of the first wing section. For example, the first actuator device may be a rotary actuator, such as a torque motor, having a rotor directly connected to the rotating portion. Alternatively, the first connector device may include a connector shaft connected to the rotating portion of the rotary joint, and the first actuator device may include a first actuator and a first shaft connector, wherein the first shaft connector connects the first actuator and the connector shaft. For example, the first actuator may be a linear actuator, such as a hydraulic cylinder, and the first shaft connector may be a lever connecting the linear actuator to the connector shaft.

[0103] Alternatively, the rotary joint may form part of the first actuator device. In other words, the first actuator device may include the rotary joint. The root of the first wing section may form part of the first actuator device. In other words, the first actuator device may include the root of the first wing section. The root of the first wing section may also form part of the first connector device. In other words, the first connector device may include the root of the first wing section.

[0104] The first actuator device is configured to supply a first input torque to the first connector device when the first actuator device is actuated. The first actuator device may be configured to supply the first input torque to the first connector device via the root of the first wing section, and the first connector device may be configured to receive the first input torque from the first actuator device via the root of the first wing section.

[0105] The first actuator device is specified to include a first actuator, which may be located within the fuselage and / or in a vertical stabilizer. The first actuator device may include a first root connector, wherein the first root connector connects the first actuator to the root of a first wing segment, the first root connector being spaced apart from a rotary joint, and the root of the first wing segment being arranged to form a lever between the rotary joint and the first root connector. The first actuator device may be arranged to move tangentially to the axis of rotation of the first root connector with respect to the rotary joint. The first root connector may be located between the rotary joint and the trailing edge of the first wing segment. The first root connector may be located closer to the trailing edge of the first wing segment than closer to the leading edge of the first wing segment. The root of the first wing segment may be arranged to function as a lever to cooperate with the first actuator to form a first input torque, or to form a first input torque at the displacement and / or rotation generated by the first actuator. The first actuator may be a linear actuator, such as a hydraulic cylinder, and the first root connector may be a beam connected to the root of the first wing segment. It should be understood that the first output torque is generated by the cooperating first actuator, first root connector, root and rotary joint when the first actuator is actuated.

[0106] The first deformable wing portion is specified to extend along the entire length of the first wing segment from its root to its outer end. This means that the root of the first wing segment can directly transmit the first input torque as the first output torque to the first deformable wing portion. The closed wing is specified to have a static wing portion located on the first wing segment, and this static wing portion can be connected to the root of the first wing segment. The static wing portion can form part of the first connector assembly.

[0107] The closed wing may also have a second deformable wing portion, and the fixed-wing aircraft may further include: a second actuator device and a second connector device. The second actuator device is arranged to supply a second input torque (or a second input torsional moment) to the second connector device when the second actuator device is actuated. The second connector device is arranged to apply a second output torque (or a second output torsional moment) to the second deformable wing portion when the second input torque is supplied to the second connector device or when the second actuator device is actuated. The second deformable wing portion is arranged to elastically deform when the second output torque (or second output torsional moment) is applied to the second deformable wing portion or when the second actuator device is actuated. An external support or external reaction member at the wingtip is arranged to counteract the second output torque (or second output torsional moment).

[0108] It should be understood that the outer support member is arranged to counteract a combination or both of the first and second output torques. The root of the first wing section may be connected to the fuselage or vertical stabilizer, and the fuselage or vertical stabilizer may form an inner support member arranged to counteract the first output torque. It should be understood that the inner support member may be arranged to counteract a combination or both of the first and second output torques. It should also be understood that the outer and inner supports may be arranged to jointly counteract the first and second output torques.

[0109] The second actuator device may be separate from or spaced apart from the second deformable wing section or the closed wing. The second actuator device may be located outside or away from the first wing section or the closed wing. The second actuator device may be located within the fuselage and / or in the vertical stabilizer. It should be understood that the second connector device is operatively connected to the second actuator device and the second deformable wing section.

[0110] The specification stipulates that a closed wing may have a first wing section and a second wing section joined at the wingtip, and a first deformable wing portion is then located on or forms part of the first wing section. A second deformable wing portion may be located on or forms part of the first wing section. The second deformable wing portion may be located between the root and the outer end of the first wing section. More specifically, the second deformable wing portion may be located between the first deformable wing portion and the root of the first wing section.

[0111] It should be understood that the second deformable wing portion may extend between the leading and trailing edges of the first wing segment. It should also be understood that the leading and trailing edges of the first wing segment may form part of the second deformable wing portion. Furthermore, it should be understood that the upper and lower surfaces of the first wing segment may be at least partially defined by the second deformable wing portion.

[0112] The second deformable wing portion can be spaced apart from the root of the first wing segment. This means that the first wing segment does not deform at its root when actuated by the second actuator. The second deformable wing portion can be spaced apart from the first deformable wing portion. This allows the first and second deformable wing portions to be used as separate control surfaces. Alternatively, the second deformable wing portion can be attached to or placed alongside the first deformable wing portion. Alternatively, the second and first deformable wing portions can overlap on the first wing segment. This allows the first and second deformable wing portions to be used as a single control surface with combined elastic deformation.

[0113] The second deformable wing portion, the second actuator device, and the second connector device may include any features of the first deformable wing portion, the first actuator device, and the first connector device described above, and / or be arranged as the first deformable wing portion, the first actuator device, and the first connector device described above. For example, the second deformable wing portion may include a skin having any features of the skin of the first deformable wing portion. The second actuator device may include a rotary actuator or a linear actuator, and a shaft connector or root connector having any features of the corresponding components described above and / or being arranged as the corresponding components described above. The second connector device may be or include a second shaft device having any features of the first shaft device described above. For example, the second shaft device may include a first shaft, a second shaft, an inter-shaft connector, one or more additional shafts, a first wing connector, a second wing connector, a plurality of first fasteners, and / or a plurality of second fasteners having any features of the corresponding components described above or below and / or being arranged as the corresponding components described above or below.

[0114] As described above, the first connector device may be or include a first shaft device, and the second connector device may be or include a second shaft device. As described above, each of the first and second shaft devices may have a first shaft.

[0115] The first axis of the second connector assembly may be aligned with or parallel to the first axis of the first connector assembly. The first axis of the second connector assembly may be located within the first wing section at the same location as the first axis of the first connector assembly. The first axis of the second connector assembly may be hollow, and the first axis of the first connector assembly may extend through the first axis of the second connector assembly. In other words, the first axes of the first and second connector assemblies may be coaxial, and the first axis of the second connector assembly may surround the first axis of the first connector assembly.

[0116] Alternatively, the first connector assembly may further have a second axis, as described above. The first axis of the second connector assembly may be aligned with or parallel to the first axis of the first connector assembly. The first axis of the second connector assembly may be located within the first wing section at the location of the first axis of the first connector assembly. The first axis of the second connector assembly may be positioned adjacent to or spaced apart from the first connector assembly.

[0117] As described above, the aircraft may include a rotary joint, the first connector assembly may include a rotary joint, and the second connector assembly may be a second shaft assembly. The second connector assembly may have a first shaft, or a first shaft and a second shaft, as described above. The rotary joint may have a rotation axis about which the first wing section, the root of the first wing section, or the deformable wing portion can rotate. The rotary joint may have a rotating portion attached to the first wing section, the root of the first wing section, or the first deformable wing portion, and a mating static portion attached to the fuselage or vertical stabilizer or to a static wall portion.

[0118] The first or second axis of the second connector assembly (if present) may extend through the rotary joint, or more precisely through the rotating and / or static portions of the rotary joint. The first or second axis (if present) may be aligned with or parallel to the axis of rotation of the rotary joint.

[0119] The specification stipulates that each of the first and second wing segments may have a leading edge and a trailing edge, and each of the first and second wing segments may have an upper surface and a lower surface. Further, the skins of the first and second deformable wing segments may be monocoque skins. A monocoque skin may have an upper skin segment and a lower skin segment, or may consist of an upper skin segment and a lower skin segment. It should be understood that the upper skin segment is located above the lower skin segment. It should also be understood that the upper and lower skin segments may join at the leading and trailing edges, the upper skin segment may form the upper surface at the first or second deformable wing segment, and the lower skin segment may form the lower surface at the first or second deformable wing segment.

[0120] The specification specifies that the first wing connector can be connected to or attached to the first deformable wing portion at both the upper and lower surfaces. More specifically, the first wing connector can be connected to the upper skin section and the lower skin section. Further, the specification states that the first wing connector itself can form a rigid structure. In other words, the first wing connector can be rigid. This means that the first wing connector is not composed of parts that can move relative to each other. This can be achieved, for example, when the first deformable wing portion is arranged to maintain the mid-curvature shape of the airfoil cross-section and when the mid-curvature orientation of the airfoil cross-section changes when a first output torque is applied to the first deformable wing portion, as described above.

[0121] The second connector device is configured to apply a second output torque (or second output torsional moment) to the second deformable wing portion when a second input torque is supplied to the second connector device or when the second actuator device is actuated. Further, the second deformable wing portion may be connected to or parallel to the first deformable wing portion, or the second deformable wing portion and the first deformable wing portion may overlap. In other words, the second connector device may be configured to apply a second output torque or second output torsional moment to the first deformable wing portion when a second input torque is supplied to the second connector device or when the second actuator device is actuated. It should be understood that the first wing connector of the second connector device is then connected to or attached to the first deformable wing portion, and the second connector device is arranged to apply the second output torque (or second torque component) to the first deformable wing portion via the first wing connector of the second wing connector. It should also be understood that the first shaft of the second connector device may then be connected to or attached to the first wing connector of the second connector device. It should also be understood that the first wing connector of the second connector assembly can be arranged as the first wing connector of the first connector assembly or include any of its features. It is specified that the second connector assembly can be a second shaft assembly, and it should be understood that the first shaft of the second shaft assembly can be coupled to the first deformable wing portion.

[0122] The first wing connector is specified to be able to connect to or attach to the first deformable wing portion at its upper surface and disconnect from it at its lower surface; conversely, the first wing connector may connect to or attach to the first deformable wing portion at its lower surface and disconnect from it at its upper surface. More specifically, the first wing connector may connect to the upper skin section and disconnect from the lower skin section, or vice versa. It should be understood that this can be used for either the first connector assembly or the second connector assembly. Further specified, the first wing connector itself may form a rigid structure. In other words, the first wing connector may be rigid. This means that the first wing connector is not composed of parts that can move relative to each other. For example, this can be achieved when the first deformable wing portion is arranged to change the camber of the first deformable wing portion when a first output torque or a second output torque is applied to the first deformable wing portion.

[0123] The first wing connector can be arranged such that, for example, when a first output torque or a second output torque is applied to the first deformable wing portion, the upper skin segment deforms at an upper deformation point and / or the lower skin segment deforms at a lower deformation point. It should be understood that this can be used for either the first connector assembly or the second connector assembly. It should also be understood that the deformation unfolds on the wing portion, and the deformation point can be the geometric center of the deformation. The upper deformation point can be located closer to the trailing edge than to the leading edge. The lower deformation point can be located closer to the leading edge than to the trailing edge. The upper and lower deformation points can be located at the same distance from the leading edge. Alternatively, the lower deformation point can be located closer to the leading edge than to the upper deformation point.

[0124] The first wing connector of the first connector assembly can be arranged such that the upper skin segment and / or lower skin segment deforms closer to the leading edge than the first wing connector of the second connector assembly. In other words, the upper and / or lower deformation points associated with the first wing connector of the first connector assembly can be closer to the leading edge than the upper and / or lower deformation points associated with the first wing connector of the second connector assembly. More specifically, the first wing connector of the first connector assembly can be positioned closer to the leading edge than the first wing connector of the second connector assembly.

[0125] The first wing connector of the first connector assembly can be arranged such that the upper and lower skin sections deform at the same distance from the wingtip, fuselage, or root of the first wing section. Similarly, the first wing connector of the second connector assembly can be arranged such that the upper and lower skin sections deform at the same distance from the wingtip, fuselage, or root of the first wing section. In other words, the upper and lower deformation points can be located at the same distance from the wingtip, fuselage, or root of the first wing section. It should be understood that this can be used for either the first connector assembly or the second connector assembly.

[0126] The first wing connector of the second connector assembly can be arranged such that the upper skin section and / or lower skin section deform at the same distance from the wingtip, fuselage, or root of the first wing connector of the first connector assembly. In other words, the upper and / or lower deformation points associated with the first wing connector of the first connector assembly and the upper and / or lower deformation points associated with the first wing connector of the second connector assembly can be located at the same distance from the wingtip, fuselage, or root of the first wing section.

[0127] As an alternative to the first wing connector forming a rigid structure, the first connector assembly, or more specifically, the first wing connector, may include an upper and a lower portion, or an upper fastener and a lower fastener, wherein the upper portion is connected to or attached to the first deformable wing portion at its upper surface, and the lower portion is connected to or attached to the first deformable wing portion at its lower surface. It should be understood that this can be used for either the first connector assembly or the second connector assembly. More specifically, the upper portion may be connected to or attached to the upper skin section, and the lower portion may be connected to or attached to the lower skin section. It should be understood that the first connector assembly is arranged to apply a first output torque or a second output torque to the first deformable wing portion via the upper and lower portions of the first wing connector.

[0128] The first connector device is specified to be a first shaft device, and the first shaft device may include a first shaft coupled to the first deformable wing portion. Similarly, the second connector device is specified to be a second shaft device, and the second shaft device may include a first shaft coupled to the first deformable wing portion. The first shaft may be coupled to the upper skin section via the upper part of the first wing connector, and to the lower skin section via the lower part of the first wing connector. It should be understood that this can be used for either the first connector device or the second connector device.

[0129] For example, when a first output torque or a second output torque is applied to the first deformable wing section, the upper part can be arranged to deform the upper skin section, and the lower part can be arranged to deform the lower skin section. The first connector device can be arranged to change the relative positions of the upper and lower parts, for example, when the first output torque or the second output torque is applied to the first deformable wing section.

[0130] The upper and lower portions of the first wing connector can be located at the same distance from the leading edge. Alternatively, the lower portion can be located closer to the leading edge than the upper portion. The upper portion can be located closer to the trailing edge than closer to the leading edge. More generally, for example, when a first output torque or a second output torque is applied to the first deformable wing portion, the upper portion can be arranged to deform the upper skin section closer to the trailing edge than closer to the leading edge. The lower portion can be located closer to the leading edge than closer to the trailing edge. More generally, for example, when a first output torque or a second output torque is applied to the first deformable wing portion, the lower portion can be arranged to deform the lower skin section closer to the leading edge than closer to the trailing edge. It should be understood that this can be used for either the first connector assembly or the second connector assembly. The upper and / or lower portions of the first wing connector of the first connector assembly can be located closer to the leading edge than the upper and / or lower portions of the first wing connector of the second connector assembly.

[0131] The first wing connector may include a mechanical linkage or mechanism arranged to displace the upper and lower portions of the first wing connector relative to each other, for example, when a first output torque or a second output torque is applied to the first deformable wing portion, or more specifically, when the first shaft rotates. It should be understood that the mechanical linkage may be arranged to push the upper portion away from the lower portion and / or pull the upper portion down. It should also be understood that the first shaft may be connected to the upper and lower portions via the mechanical linkage. It should also be understood that either the first connector assembly or the second connector assembly may be arranged to apply the first output torque or the second output torque to the first deformable wing portion via the mechanical linkage, the upper portion, and the lower portion.

[0132] The mechanical linkage may include a cam (or more specifically, a cam disc) connected to or coupled to a first shaft. The cam may be centered on the first shaft. One of the upper and lower portions may form or have a follower arranged to cooperate with the cam. The other of the upper and lower portions may form or have a shaft support that rotatably supports the first shaft, for example, via a sliding bearing. It should be understood that the shaft support may be rigid or a rigid structure. It should be understood that the cam, follower, and shaft support are arranged to displace the upper and lower portions of the first wing connector relative to each other.

[0133] The mechanical linkage may include an upper cam and a lower cam connected to or coupled to a first shaft. The upper portion may form or have an upper follower arranged to engage with the upper cam, and the lower portion may form or have a lower follower arranged to engage with the lower cam. It should be understood that the upper cam, lower cam, upper follower, and lower follower are arranged to displace the upper and lower portions of the first wing connector relative to each other.

[0134] The mechanical linkage may include one or more rigid links and one or more joints or couplings that collectively connect or couple to one of the upper or lower portions, or cooperate to connect or couple to one of the upper or lower portions. The other of the upper and lower portions may form or have a shaft support that rotatably supports the first shaft, for example, via a sliding bearing. It should be understood that the rigid links, joints, and shaft supports are arranged to displace the upper and lower portions of the first wing connector relative to each other.

[0135] The mechanical linkage may include a rigid link and a joint that together connect or couple the first shaft to the upper and lower parts, or cooperate to connect and couple the first shaft to the upper and lower parts. It should be understood that the rigid link and joint are arranged such that the upper and lower parts of the first wing connector are displaced relative to each other.

[0136] The mechanical linkage may include a drive gear, or more specifically, a drive gear connected to or coupled to a first shaft. The drive gear may be centered on the first shaft. One of the upper and lower portions may form or have a driven gear arranged to mesh with the drive gear. The other of the upper and lower portions may form or have a shaft support that rotatably supports the first shaft, for example, via a sliding bearing. It should be understood that the drive gear, driven gear, and shaft support are arranged to displace the upper and lower portions of the first wing connector relative to each other.

[0137] The mechanical linkage may include a drive gear, or more specifically, a drive gear connected to or coupled to a first shaft. The drive gear may be centered on the first shaft. An upper portion may be formed or have an upper driven gear arranged to engage the drive gear, and a lower portion may be formed or have a lower driven gear arranged to engage the drive gear. It should be understood that the drive gear, the upper driven gear, and the lower driven gear are arranged to displace the upper and lower portions of the first wing connector relative to each other.

[0138] The mechanical linkage may include a drive wheel, such as a pulley or sprocket, connected to or coupled to the first shaft. The drive wheel may be centered on the first shaft. The mechanical linkage may include a flexible element, such as a belt, thread, or roller chain, connected to or coupled to one of the upper and lower portions, and wound around the drive wheel and arranged to engage with it. The other of the upper and lower portions may form or have a shaft support that rotatably supports the first shaft, for example, via a sliding bearing. It should be understood that the drive wheel, flexible element, and shaft support are arranged to displace the upper and lower portions of the first wing connector relative to each other.

[0139] The mechanical linkage may include an upper drive wheel and a lower drive wheel connected to or coupled to a first shaft. For example, either drive wheel may be a pulley or a sprocket. The upper and lower drive wheels may be centered on the first shaft. It should be understood that the upper and lower drive wheels may be combined into a single drive wheel. The mechanical linkage may include an upper flexible element, such as a belt, thread, or roller chain, connected to or coupled to the upper portion and wound around the upper drive wheel and arranged to engage with it. The mechanical linkage may also include a lower flexible element, such as a belt, thread, or roller chain, connected to or coupled to the lower portion and wound around the lower drive wheel and arranged to engage with it. It should be understood that the upper drive wheel, lower drive wheel, upper flexible element, and lower flexible element are arranged to displace the upper and lower portions of the first wing connector relative to each other.

[0140] Either the first connector assembly or the second connector assembly may include a plurality of first wing connectors spanning the first deformable wing portion or spaced apart along the first axis. It should be understood that the wing connectors may be arranged to include or incorporate the features of the aforementioned wing connectors.

[0141] It should be understood that the second deformable wing portion, the second connector device, the second shaft device, the second shaft, and the second wing connector can be arranged or configured as the first deformable wing portion, the first connector device, the first shaft device, the first shaft, and the first wing connector, or include the features of the first deformable wing portion, the first connector device, the first shaft device, the first shaft, and the first wing connector. For example, the second connector device may include a mechanical linkage, the second wing connector may be arranged to deform the upper skin section of the second deformable wing portion at an upper deformation point and deform the lower skin section of the second deformable wing portion at a lower deformation point, and the second wing connector may include an upper part and a lower part.

[0142] Any of the aforementioned actuators can be hydraulic or electromechanical. It should be understood that the actuator is arranged to perform mechanical work by converting energy. This work is understood to be performed under the actuation of the actuator, and extends to the actuation of the actuator assembly including the actuator. It should also be understood that the aircraft may include a control unit and an energy source coupled to the actuator and arranged to control the function of the actuator. For example, if the actuator is a hydraulic actuator, the control unit may include a set of valves, and the energy source may be a hydraulic source, such as a pump. Alternatively, if the actuator is an electromechanical actuator, the control unit may be a set of electrical switches, and the energy source may be a battery. For example, the valves or switches may be manually operated. In other words, the aircraft may have a flight control system operatively coupled to the actuator and arranged to control the function of the actuator.

[0143] The aircraft may include an aircraft engine. For example, the aircraft engine may be a piston engine, a gas turbine or reaction engine, or an electric motor. The aircraft may also include a propeller arranged to be driven by the aircraft engine. The aircraft may include a pod or nacelle and pylons or struts, wherein the pod is located outside the fuselage or spaced apart from the fuselage, and the pylons connect or attach the pod to the fuselage. The pylons can fix the pod relative to the fuselage, meaning that the position or orientation of the pod cannot change relative to the fuselage. The aircraft engine may be located in the pod. The propeller may be rotatably supported by the pod. This arrangement allows the first deformable wing section to be structurally weaker and more easily deformable, and avoids interference between the propeller and the first deformable wing section.

[0144] The pod can be located between the roots of the first wing section and the second wing section. More specifically, the pod can be located at a height between the roots of the first and second wing sections during level flight. The pod can be located between the fuselage and the wingtip.

[0145] The aircraft may include landing gear attached to the fuselage. The landing gear may be separate from or spaced apart from the closed wing. This arrangement allows the first deformable wing section to be structurally weaker and more easily deformable, and avoids interference between the landing gear and the first deformable wing section. Brief description of the attached diagram The above and other features and advantages of the proposed technology will become more apparent and fully understood from the following detailed description of preferred embodiments of the proposed technology, taken in conjunction with the accompanying drawings: Figures 1a to 1c It is a plan view of a fixed-wing aircraft. Figure 2a and Figure 2b This is a schematic airfoil cross-section of the first wing section; Figure 3a and Figure 3b This is a schematic airfoil cross-section of another first wing section; Figure 4a and Figure 4b This is a schematic airfoil cross-section of another first wing section; Figure 5a and Figure 5b This is a schematic airfoil cross-section of another first wing section; Figures 6 to 16 These are schematic cross-sections of different lower forewing sections; Figure 17 and Figure 18 These are schematic cross-sections of different upper rear wing sections; Figures 19 to 24 This is a schematic airfoil cross-section of the first wing section, showing the first deformable wing portion of the first connector assembly and the first wing connector; Figures 25 to 28 This is a schematic airfoil cross-section of the first wing section, showing the first deformable wing portion and the first wing connector of the first connector assembly and the second connector assembly; and Figure 29 These are schematic cross-sections of different lower forewing sections.

[0147] Detailed description of the attached figures Figures 1a to 1c A plan view of a fixed-wing aircraft 10 with a fuselage 12 is shown. The fuselage 12 has a body 14, a pair of closed wings 16, and a vertical stabilizer 28. The closed wings 16 are annular joint wings. Each closed wing 16 has a lower forward wing section 40 and an upper rearward wing section 42, and an upright flap 38 connecting the wing sections 40 and 42. In an alternative embodiment, the lower forward wing section 40 and the upper rearward wing section 42 of each closed wing 16 merge with a smooth transition at the wingtip 18, such that the wing sections 40 and 42 form a complete closed wing 16.

[0148] The aircraft 10 has a pair of aircraft engines 122 arranged on opposite sides of the fuselage 14. Each aircraft engine 122 is housed in a pod 114, which is connected to the fuselage 14 via a pylon 116. The aircraft 10 also has landing gear (not shown) connected to the fuselage 14.

[0149] For each closed wing 16, the root 34 of the lower forewing section 40 is connected to and rigidly attached to the fuselage 14. In an alternative embodiment, the root 34 is rotatably connected to the fuselage 14. The vertical stabilizer 28 is connected to and rigidly attached to the fuselage 14, extends upward relative to the fuselage 14, and is located at the rear end of the fuselage 14. The root 34 of the upper aft wing section 46 is connected to and rigidly attached to the vertical stabilizer 28. This means that the root 34 is connected to the fuselage 14 via the vertical stabilizer 28. In an alternative embodiment, the root is rotatably connected to the vertical stabilizer 28.

[0150] Each of the lower canard wing section 40 and the upper aft wing section 42 has a leading edge 48 and a trailing edge 50. Each of sections 40 and 42 has an outer upper surface 82 and an outer lower surface 84. The upper surface 82 and the lower surface 84 of each section 40 and 42 are joined at the leading edge 48 and the trailing edge 50 of the wing sections 40 and 42. This means that the upper surface 82 and the lower surface 84 of each wing section 40 and 42 extend between the leading edge 48 and the trailing edge 50 of the wing sections 40 and 42.

[0151] In an alternative embodiment where the lower forewing section 40 and the upper aft wing section 42 merge at the wingtip 18, the upper surface 82 of the lower forewing section 40 connects to the lower surface 84 of the upper aft wing section 42 at the wingtip 18, and the lower surface 84 of the lower forewing section 40 connects to the upper surface 82 of the upper aft wing section 42 at the wingtip 18. This means that the upper surfaces 82 and lower surfaces 84 of the wing sections 40 and 42 together form the outer wing surface extending between the root 34 of the lower forewing section 40 and the root 34 of the upper aft wing section 42.

[0152] The upper surface 82 and lower surface 84 of wing sections 40 and 42 have no structural holes, gaps, or cuts, and are continuous and smooth. There are no pivotable flaps, pivotable ailerons, or pivotable elevators on wing sections 40 and 42.

[0153] Figure 6 This is a schematic cross-section of the lower forewing section 40, which is the first wing section 30 of the closed wing 16. The upper rear wing section 42 is the second wing section 32. The first wing section 30 has a root 34 located at the fuselage 14 and an outer end 36 located at the wingtip 18, wherein the first wing section 30 extends from the root 34 to the outer end 36. The root 34 of the first wing section 30 is connected to and fixed to the fuselage 14, and the orientation and position of the root 34 cannot be changed relative to the fuselage 14.

[0154] The closed wing 16 has a first deformable wing portion 20 located on a first wing section 40. The first deformable wing portion 20 forms a complete first wing section 30 and extends along the entire length of the first wing section 30 from its root 34 to its outer end 36. The first deformable wing portion 20 is arranged to elastically deform when a first output torque is applied to the first deformable wing portion 20.

[0155] The fuselage 12 also has a first actuator device 22 separate from the closed wing 16, and a first connector device 24 operatively connecting the first actuator device 22 and the first deformable wing portion 20.

[0156] The first connector device 24 is a first shaft device 24 having a first shaft 58 connected to the first deformable wing section 20. The first shaft 58 extends within the first wing section 30 from the root 34 toward the outer end 36 of the first wing section 30. The first shaft 58 also extends into the fuselage 14. The first shaft 58 is flexible and can elastically deform laterally. The first shaft 58 is straight and centered on the first shaft axis 62.

[0157] The first actuator device 22 has a first actuator 52, which is a linear actuator in the form of a hydraulic cylinder. The first actuator device 22 also has a first shaft connector 56 in the form of a lever, which connects the first actuator and the first shaft 58 within the housing 14. Thus, the first actuator device 22 is arranged to supply a first input torque to the first connector device 24 when the first actuator device 22 is actuated.

[0158] The first connector device 24 has a first wing connector 74, which is connected to the first shaft 58 and the first deformable wing portion 20, and can apply an output torque to the first deformable wing portion 20. The first wing connector 74 is a non-rigid structure. Thus, the first connector device 24 is arranged to apply a first output torque to the first deformable wing portion 20 when a first input torque is supplied to the first connector device 24 when the first actuator device 22 is actuated, and the first output torque is the same as the first input torque.

[0159] As described above, the closed wing 16 has a first wing section 30 and a second wing section 32 connected at the wingtip 18. Thus, the closed wing forms an outer support 26 at the wingtip 18, which is arranged to counteract the first output torque from the first connector assembly 24. The root 34 of the first wing section 30 is connected to and rigidly attached to the fuselage 14, and the fuselage 14 forms an inner support 98 that also counteracts the first output torque. This means that the outer support 26 and the inner support 98 together counteract the first output torque.

[0160] Figure 2a and Figure 2b A schematic airfoil cross section of the first wing section 30 spanning the first deformable wing portion 20 is shown. Figure 2a The airfoil cross-section is shown, in which no output torque is transmitted to the first deformable wing section 20 and the first deformable wing section 20 does not deform. Figure 2b The airfoil cross-section is shown, in which the output torque is transmitted to the first deformable wing portion 20 and the first deformable wing portion 20 deforms. When the first output torque is stopped, the deformable wing portion 20 returns to its original position. Figure 2a The configuration is such that the first deformable wing section 20 is arranged to elastically deform when a first output torque is applied to the first deformable wing section.

[0161] The first wing connector 74 of the first connector assembly 24 is connected to the first deformable wing portion 20 at the upper surface 82 and lower surface 84 of the first wing section 30. The first wing connector 74 is attached to the first deformable wing portion 20 at a position closer to the leading edge 48 than to the trailing edge 50, and the first shaft 58 is located at the first deformable wing portion 20 and is attached to the deformable wing portion 20 at a position closer to the leading edge 48 than to the trailing edge 50.

[0162] The first wing connector 74 has a plurality of first fasteners 78. Each first fastener 78 is a rigid structure connected to the first deformable wing section 20. The first fasteners 78 are elongated and aligned with the intended flight direction. A first shaft 58 is connected to each first fastener 78. The first fasteners 78 span the first deformable wing section 20 and are spaced apart along the first shaft 58. This means that the first fasteners 78 individually and independently connect the first shaft 58 to the first deformable wing section 20. The first fasteners 78 collectively transmit and distribute the first output torque across the first deformable wing section 20. Arranged in this way, the first shaft 58 can be twisted among the first fasteners 78. The mid-curvature 92 of the airfoil cross section remains constant, and the orientation of the mid-curvature 92 of the airfoil cross section changes when the first output torque is applied to the first deformable wing section 20. Additionally, this means that the first deformable wing section 20 is arranged to twist relative to the fuselage 14 and wingtip 18, and changes the angle of attack of the airfoil cross section when the first output torque is applied. The torsion revolves around a first torsion axis centered on a first axis 58, which means that the position of the torsion axis is closer to the leading edge 48 than to the trailing edge 50, and the position of the trailing edge 50 is offset more than the position of the leading edge 48 when the first output torque is applied to the first deformable wing section 20.

[0163] The first deformable wing section 20 twists in the opposite direction when the direction of the first output torque changes, and the first deformable wing section 20 can be used as an aileron during flight. The deformation of the first deformable wing section 20 varies along the direction from the root 34 of the first wing segment 3 to the outer end 36, and the twist is greatest at the center of the first deformable wing section 20.

[0164] Figure 3a and Figure 3b A schematic airfoil cross section of the first deformable wing portion 20, spanning the first wing section 30, is shown in another embodiment. Figure 3a The airfoil cross section is shown without any first output torque applied to the deformable wing section 20, at which the deformable wing section 20 does not deform. Figure 3b An airfoil cross-section with a first output torque applied to a deformable wing section 20 is shown, and the deformable wing section 20 deforms. When the first output torque is stopped, the deformable wing section 20 returns to its original position. Figure 3a The configuration is such that the first deformable wing portion 20 is arranged to elastically deform when a first output torque is applied to the first deformable wing portion 20.

[0165] The first wing connector 74 of the first connector assembly 24 is connected to the first deformable wing portion 20 at its lower surface 84 and disconnected from it at its upper surface 82. The first wing connector 74 is spaced apart from the leading edge 48. The first wing connector 74 and the first shaft 58 of the first shaft assembly 24 are located closer to the trailing edge 50 than to the leading edge 48. This allows the first deformable wing portion 20 to maintain its camber at the leading edge 48 and change its camber at the trailing edge 50. Therefore, the first wing connector 74 is arranged to directly interact with the first deformable wing portion 20 at its lower surface 84 and, when actuated by the first actuator 52, to change the curvature of the lower surface 84 on the first deformable wing portion 20.

[0166] The first deformable wing section 20 is also arranged to change the chord length of the airfoil cross section of the first deformable wing section 20 when the lower curvature changes, and to change the upper curvature of the first deformable wing section 20 when the chord length changes. The deformation of the first deformable wing section 20 varies in the direction from the leading edge 48 to the trailing edge 50 of the first wing section 30. The first deformable wing section 20 is arranged to maintain the mid-curvature 92 at the leading edge 48 of the first wing section 30 and change the mid-curvature 92 at the trailing edge 50 of the first wing section 30 when a first output torque is applied to the first deformable wing section 20.

[0167] The closed wing 16 has a monocoque skin 86, which has greater structural strength at the leading edge 48 of the closed wing 16 than at the trailing edge 50. The skin 86 of the closed wing 16 is an integral structure and can bear the entire load on the closed wing 16 during stable flight. The skin 86 forms the leading edge 48, trailing edge 50, upper surface 82, and lower surface 84 of the closed wing 16. The skin forms a first skin 86 for the first wing segment 30 and a second skin 86 for the second wing segment 32, and the skin 86 of the respective segments is therefore a monocoque skin capable of bearing the entire load on the wing segment during stable flight. In an embodiment where the first wing segment 30 and the second wing segment 32 merge at the wingtip, the first skin 86 and the second skin 86 together form the combined skin 86 of the closed wing 16.

[0168] The first skin 86 on the first wing section 30 forms a monolithic skin 86 on the first deformable wing portion 20. This monolithic skin is a hollow, integral structure with greater structural strength at the leading edge 48 than at the trailing edge 50, and can bear the entire load of the first deformable wing portion 20 during stable flight. The skin 86 of the first deformable wing portion 20 forms the leading edge 48, trailing edge 50, upper surface 82, and lower surface 84 on the first deformable wing portion 20. The skin 86 of the first deformable wing portion 20 is continuous and smooth, without any gaps or cuts.

[0169] The skin 86 of the closed wing 16 is a carbon fiber reinforced structure. The skin 86 of the first wing section 30, the second wing section 32, and the first deformable wing portion 20 is made of a carbon fiber reinforced polymer. The polymer is a cured thermosetting resin, and the carbon fibers are in the form of overlapping woven sheets of carbon fibers. The sheets are aligned with the upper surface 82 and the lower surface 84 and pass together through the leading edge 48 and the trailing edge 50 of the skin 86.

[0170] Figure 7 This is a schematic cross-section 30 of another embodiment of the aircraft 10. The first wing section 30 is the lower forewing section 40 of one of the closed wings 18. The first shaft assembly 24 and Figure 6 The difference described in the text is that the first shaft assembly 24 also has a second shaft 60, which is connected to the first actuator assembly 22 and connected in series with the first shaft 58. (See also: Regarding...) Figure 6 As described, the second shaft 60 is arranged as the first shaft 58 relative to the first actuator device 22. The second shaft 60 is straight, centered on the second shaft axis 64, and is elastically deformable laterally. The complete first shaft 58 extends within the first wing section 30. The first shaft 58 and the second shaft 60 are parallel and extend from the root 34 of the first wing section 30 toward the outer end 36 of the first wing section 30.

[0171] The first shaft assembly 24 has an inter-shaft connector 66 in the form of a universal joint 70 located within the first wing section 30, which connects the second shaft 60 and the first shaft 58. In this way, torque can be transmitted between the first shaft 58 and the second shaft 60, and the inter-shaft connector 66 is arranged such that the first shaft 58 rotates in the same direction of rotation as the second shaft 60.

[0172] The first connector device 24 has a first wing connector 74 connected to the first shaft 58 and the first deformable wing portion 20. The first wing connector 74 is a rigid structure that rigidly connects the first shaft 58 to the first deformable wing portion 20. The first connector device 24 further has a second wing connector 76 located between the first wing connector 74 and the root 34 of the first wing segment 30. The second wing connector 76 is connected to the second shaft 58 and the first deformable wing portion 20. The second wing connector 76 is a rigid structure that rigidly connects the second shaft 60 to the first deformable wing portion 20. Thus, the first connector device 24 is arranged to apply a first output torque to the first deformable wing portion 20 via the first wing connector 74 and the second wing connector 76, and the first output torque is divided into a first torque component applied via the first wing connector 74 and a second torque component applied via the second wing connector 76. The first torque component and the second torque component are close in magnitude and have the same direction.

[0173] Figure 7 Implementation examples and Figure 6 The embodiment also differs in that the first deformable wing portion 20 is spaced apart from the root 34 of the first wing section 30, and the center of the first deformable wing portion 20 is positioned closer to the outer end 36 of the first wing section 30 than to the root 34 of the first wing section 30.

[0174] Figure 8 This is a schematic cross-section 30 of the first wing section 30 of another embodiment of the aircraft 10. The first wing section 30 is the lower forewing section 40 of one of the closed wings 18. The aircraft 10 and related... Figure 6 The difference in the described aircraft is that it also has a second deformable wing section 120, a second actuator device 122, and a second connector device 124 located on the first wing section 30. The second actuator device 122 and the second connector device 124 share information about... Figure 6The first actuator device 22 and the first connector device 24 are described. Thus, the second actuator device 122 is arranged to supply a second input torque to the second connector device 124 when the second actuator device 122 is actuated; the second connector device 124 is arranged to apply a second output torque to the second deformable wing portion 120 when the second input torque is supplied to the connector device; and the second deformable wing portion 120 is arranged to elastically deform when the second output torque is applied to the second deformable wing portion 120. The outer support member 26 at the wingtip 18 and the inner support member 98 at the fuselage 14 are arranged to jointly cancel out the combined first and second output torques.

[0175] The second deformable wing portion 120 is connected to the first deformable wing portion 20 and is located between the first deformable wing portion 20 and the root 34 of the first wing segment 30. The first deformable wing portion 20 is located at the outer end 36 of the first wing segment 30, and the second deformable wing portion is located at the root 34 of the first wing segment 30. Like the first deformable wing portion 20, the second deformable wing portion 120 extends between the leading edge 48 and the trailing edge 50 of the first wing segment 30, which form part of the second deformable wing portion 120, and the upper surface 82 and lower surface 84 of the first wing segment 30 are partially defined by the second deformable wing portion 120.

[0176] Similar to the first connector device 24, the second connector device 124 is a second shaft device 124. The first shaft 58' of the second connector device 124 is aligned with the first shaft 58 of the first connector device 24, and the first shaft 58' of the second connector device 124 is located within the first wing section 30 at and spaced apart from the first shaft 58 of the first connector device 24. The second connector device 124 has a first wing connector 74' that connects to the first shaft 58' and the second deformable wing section 120, and can apply a second output torque to the second deformable wing section 120. The first wing connector 74' is as follows... Figure 20 The aforementioned non-rigid structure.

[0177] Figure 9 This is a schematic cross-section 30 of the first wing section 30 of another embodiment of the fuselage 12. It is related to... Figure 8The embodiments share the same features, but differ in that the first deformable wing portion 20 is spaced apart from the outer end 36 of the first wing segment 30, while the second deformable wing portion 120 is spaced apart from the root 34 of the first wing segment 30. This means that the first wing segment 30 does not deform at these locations when the first actuator device 22 is actuated. The second deformable wing portion 120 is also spaced apart from the first deformable wing portion 20, meaning that the first wing segment 30 does not deform between these deformable portions 20 and 120. In an alternative embodiment, the second deformable wing portion 120 is connected to the first deformable wing portion 20.

[0178] Figure 9 Implementation examples and Figure 8 The difference in the embodiment is that the first shaft 58' of the second connector device 124 is hollow, and the first shaft 58 of the first connector device 24 is coaxial with the first shaft 58' of the second connector device 124 and extends through the first shaft 58'.

[0179] Figure 10 This is a schematic cross-section 30 of the first wing section 30 of another embodiment of the aircraft 10. It is related to... Figure 7 The embodiment has the same features, but differs in that the inter-shaft connector 66 is a gear assembly 72 in the form of a two-stage gear. The gear assembly 72 is arranged to convert a component of the first input torque into a first torque component with a mechanical efficiency of less than one. This means that the first shaft 58 rotates more than the second shaft 60. The gear assembly 72 has an additional shaft 68 that connects the first shaft 58 to the second shaft 60. The inter-shaft connector 66 generates a counter-torque during torque conversion. The inter-shaft connector 66 connects to the first wing section 30 closer to the leading edge 48 than to the trailing edge 50, and the first wing section 30 forms a support at the inter-shaft connector 66 that can counteract the counter-torque.

[0180] The first axis 58 and the second axis 60 are aligned, as follows: Figure 7 As in the embodiments. Figure 10 The embodiment also differs in that the first wing connector 74 of the first connector device 24 is composed of a plurality of first fasteners 78, as described in relation to Figure 6As described, however, the first fastener 78 is aligned laterally to the first axis 58. Thus, the first fasteners 78 collectively transmit and distribute the first torque component to the first deformable wing portion 20. Furthermore, the second wing connector 76 has a plurality of second fasteners 80. Each second fastener 80 is a rigid structure and connects to the second axis 60 and the first deformable wing portion 20. The second fasteners 80 are elongated and aligned laterally to the second axis 60. The second fasteners 80 span the first deformable wing portion 20 and are spaced apart along the second axis 60. This means that the second fasteners 80 individually and independently connect the second axis 60 to the first deformable wing portion 20. Thus, the second fasteners 80 collectively transmit and distribute the second torque component to the first deformable wing portion 20.

[0181] Figure 11 This is a schematic cross-section 30 of the first wing section 30 of another embodiment of the aircraft 10. It is related to... Figure 6 The embodiment has the same features, but differs in that the closed wing 16 has a static wing portion 96 located on the first wing section 30 between the root 34 and the first deformable wing portion 20. The static wing portion 96 forms the root 34 of the first wing section 30 and is thus fixed to the fuselage 14.

[0182] The static wing portion 96 extends between the leading edge 48 and the trailing edge 50 of the first wing section 30, and the leading edge 48 and the trailing edge 50 of the first wing section 30 form part of the static wing portion 96. The upper surface 82 and the lower surface 84 of the first wing section 30 are partially defined by the static wing portion 96. The static wing portion 96 is arranged to remain undeformed when a first output torque is applied to the first deformable wing portion 20.

[0183] The first deformable wing portion 20 is spaced apart from the outer end 36 of the first wing section 30. This means that when the first actuator device 22 is actuated, the first wing section 30 does not deform at the outer end 36. The first wing section 30 has a hinged control surface 126 in the form of a pivot flap on the static wing portion 96, which is spaced apart from the trailing edge 50. The first wing section 30 also has a hinged control surface 126 in the form of a pivot aileron, which is located at the trailing edge 50 and between the first deformable wing portion 20 and the outer end 36 of the first wing section 30.

[0184] Figure 12 This is a schematic cross-section 30 of the first wing section 30 of another embodiment of the aircraft 10. It is related to... Figure 9The embodiments have the same features, but differ in that the first deformable wing portion 20 and the second deformable wing portion 120 overlap on the first wing section 30. Furthermore, the first fastener 78 of the first wing connector 74 of the first connector assembly 24 is laterally aligned with the first axis 58 of the first shaft assembly 124, and the first fastener 78' of the first wing connector 74' of the first connector assembly 124 is laterally aligned with the first axis 58' of the second shaft assembly 124. The first wing section 30 has, as... Figure 11 In the embodiment, the static wing portion 96 is arranged as described above, and the first deformable wing portion 20 is spaced apart from the outer end 36 of the first wing section 30.

[0185] Figure 13 This is a schematic cross-section 30 of the first wing section 30 of another embodiment of the aircraft 10. It is related to... Figure 6 The embodiments have the same features, but differ in that the first wing section 30 has, for example, Figure 11 The static wing portion 96 is arranged as described in the embodiment. The first shaft assembly 24 and Figure 6 The difference described in the text is that the first shaft assembly 24 also has a second shaft 60, which is connected to the first actuator assembly 22 and connected in series with the first shaft 58. (See also: Regarding...) Figure 6 As described, the second shaft 60 is arranged as the first shaft 58 relative to the first actuator device 22. The second shaft 60 is straight and centered on the second shaft axis 64. The second shaft 60 is within the static wing section 96 and extends in a direction from the root 34 of the first wing section 30 to the leading edge 48 of the wing section 30. The second shaft 60 is inclined relative to the first shaft 58, which means that the first shaft 58 and the second shaft 60 (or the first shaft axis 62 and the second shaft axis 64) extend in different directions.

[0186] The first shaft assembly 24 has an inter-shaft connector 66 in the form of a gear assembly 72 located within the static wing portion 96 of the first wing section 30. The gear assembly 72 is a bevel gear that connects the second shaft 60 and the first shaft 58, converting a first input torque into a first torque component with a mechanical gain greater than 1. Thus, the gear assembly 72 is arranged to convert the first input torque into a larger first output torque. The gear assembly 72 is a single-stage gear, and the inter-shaft connector 66 is therefore arranged to cause the first shaft 58 and the second shaft 60 to rotate in opposite directions.

[0187] The gear mechanism 72 generates a counter-torque acting across the entire inter-shaft connector 66 when the first input torque is converted into a first output torque. The inter-shaft connector 66 is connected to the static wing portion 96. The gear mechanism 72 is spaced apart from the first deformable wing portion 20, connects to the static wing portion 96 closer to the leading edge 48 than to the trailing edge 50, and is arranged to transmit the counter-torque to the static wing portion 96. Thus, the static wing portion 96 forms a support at the inter-shaft connector 66, which is arranged to counteract the counter-torque.

[0188] Figure 14 This is a schematic cross-section of the first wing section 30 of another embodiment of the aircraft 10. The first wing section 30 is the lower forward wing section 40 of the closed wing 16. The first wing section 30 has a root 34, which is a rigid structure located at the fuselage 14. The first wing section 30 has an outer end 36 located at the wingtip 18, and the first wing section 30 forms a first deformable wing portion 20 extending from the root 34 to the outer end 36.

[0189] Figure 4a and Figure 4b A schematic airfoil cross-section of the first wing section 30 at the root 34 is shown. Figure 4a The airfoil cross-section is shown, in which no output torque is transmitted to the first deformable wing section 20 and the first deformable wing section 20 does not deform. Figure 4b The airfoil cross-section is shown, in which the root 34 rotates relative to the fuselage 14, at which the first deformable wing portion 20 twists and elastically deforms. When the first output torque is stopped, the deformable wing portion 20 returns to its original position. Figure 4a The configuration is as follows. Thus, the first deformable wing section 20 is arranged to elastically deform when the root 34 rotates relative to the fuselage 14. The closed wing 16 has a monocoque skin 86, as per [reference to...]. Figure 6 As described, the hard-shell skin 86 is attached to the root 34 of the first wing section 34.

[0190] The fuselage 12 has a rotary joint 100, which has a rotating portion 104 attached to the root 34 of the first wing section 30 and a mating static portion 106 attached to the fuselage 14. Thus, the rotary joint 100 rotatably supports the root 34 of the first wing section 30 relative to the fuselage 14, and the root 34 of the first wing section 30 is rotatably connected to the fuselage 14. The rotary joint 100 can bear the entire load on the first wing section 30 during flight. The rotary joint 100 is positioned closer to the leading edge 48 than to the trailing edge 50. The rotary joint 100 has a rotation axis 102 transverse to the intended flight direction, and the root 34 of the first wing section 30 can rotate about this rotation axis 102.

[0191] The fuselage 12 has a first actuator device 22 consisting of a first actuator 52, a first root connector 56, a root 34 of a first wing section 30, and a rotary joint 100. The first actuator 52 is located in the fuselage 14 and is a linear actuator in the form of a hydraulic cylinder. The first root connector 56 is a beam 108 that connects the first actuator 53 to the root 34 of the first wing section 30. The first root connector 56 is spaced apart from the rotary joint 100 and positioned closer to the trailing edge 50 than to the leading edge 48. The root 34 of the first wing section 30 effectively forms a lever between the rotary joint 100 and the root connector 56, and supplies a first input torque when the first actuator 52 is actuated. The first input torque is transmitted directly from the root 34 as an output torque to the first deformable wing section 20, and the root 34 is in effect the first connector device 24 of the aircraft 10. This means that the root 34 of the first wing section 30 forms part of both the first actuator device 22 and the first connector device 24, which together form the first actuator and connector device. The first actuator and connector device are arranged to apply a first output torque to the first deformable wing section when the first actuator and connector device are actuated. Thus, the first actuator device 22 and the first connector device 24 are arranged to cause the first deformable wing section 20 to twist relative to the fuselage 14 and wingtip 18 when the first input torque is supplied to the first connector device 24, thereby changing the angle of attack of the first wing section 30 at the root 34 of the first wing section 34.

[0192] In an alternative embodiment, the closed wing has a static wing portion located on the first wing segment at the root of the first wing segment and between the root of the first wing segment and the first deformable wing portion. The static wing portion forms the root of the first wing segment and is therefore rotatably coupled to the fuselage. The first deformable wing portion is fixed to the static wing portion. The static wing portion applies a first output torque to the first deformable wing portion without deforming and thus forms part of a first connector device of the fuselage. Thus, the first actuator device and the first connector device are arranged to twist the first deformable wing portion relative to the static wing portion and change the angle of attack of the first deformable wing portion at the static wing portion when the first input torque is supplied to the first connector device.

[0193] Figure 15This is a schematic cross-section of the first wing section 30 of another embodiment of the aircraft 10. The first wing section 30 is the lower forward wing section 40 of a closed wing 16. The first wing section has a root 34 and an outer end 36, the root 34 being a rigid structure located at the fuselage 14, and the outer end 36 located at the wingtip 18. The root 34 of the first wing section 30 is connected to and fixed to the fuselage 14, and the orientation and position of the root 34 cannot be changed relative to the fuselage 14. The closed wing 16 has a static wing portion 96 located at the root 34 of the first wing section 30 on the first wing section 30. The first wing section 30 forms a first deformable wing portion 20 extending from the static wing portion 96 to the outer end 36 of the first wing section 30.

[0194] Figure 5a and Figure 5b A schematic airfoil cross-section of the first deformable wing section 20 at the static wing section 96 is shown. Figure 5a The airfoil cross-section is shown, in which no output torque is transmitted to the first deformable wing section 20 and the first deformable wing section 20 does not deform. Figure 5b The airfoil cross-section is shown, in which the root 34 rotates relative to the fuselage 14, at which the first deformable wing portion 20 twists and deforms. When the first output torque is stopped, the deformable wing portion 20 returns to its original position. Figure 3a The configuration is as follows. Thus, the first deformable wing section 20 is arranged to elastically deform when the root 34 rotates relative to the fuselage 14. (See regarding...) Figure 6 As described, the deformable wing section 20 has a hard-shell skin 86.

[0195] The fuselage 12 also includes a first actuator device 22 and a first connector device 24. The fuselage 12 has a rotary joint 100, which has a rotating portion 104 attached to the first deformable wing portion 20 and a mating static portion 106 attached to the static wing portion 96. Thus, the rotary joint 100 rotatably supports the first deformable wing portion 96 relative to the static wing portion 96 and the fuselage 14, and the first deformable wing portion is rotatably connected relative to the fuselage 14. The rotary joint 100 can bear the entire load on the deformable wing portion 20 during flight. The rotary joint 100 is positioned closer to the leading edge 48 than to the trailing edge 50. The rotary joint 100 has a rotation axis 102 transverse to the intended flight direction, and the first deformable wing portion 20 can rotate about this rotation axis 102 at the static wing portion 96.

[0196] The first connector device 24 consists of a connector shaft 110 and a rotary joint 100. The connector shaft 110 is connected to the rotating portion 104 of the rotary joint 100. The first actuator device 22 consists of a first actuator 52 and a first shaft connector 56. The first actuator 52 is located in the fuselage 14 and is a linear actuator in the form of a hydraulic cylinder. The first shaft connector 56 is a lever that connects the first actuator 52 to the connector shaft 110. In this way, the first actuator device 22 can supply a first input torque to the connector shaft 110, and the rotating portion 104 of the rotary joint 100 can transmit the input torque as an output torque to the first deformable wing portion 20. Thus, the first actuator device 22 and the first connector device 24 are arranged such that when the first input torque is supplied to the first connector device 24, the first deformable wing portion 20 is twisted relative to the fuselage 14 and the wingtip 18, and the angle of attack of the first wing section 30 at the static wing portion 96 is changed.

[0197] Figure 16 This is a schematic cross-section 30 of the first wing section 30 of another embodiment of the aircraft 10. The first wing section 30 is the lower forewing section 40 of one of the closed wings 18. The first shaft assembly 24 and Figure 14 The difference shown is that it also has a second shaft device 24, as shown in the figure. Figure 13 The second connector device 124 is arranged as described in the first shaft device, but the inter-shaft connector 66' is a universal joint 70' instead of a gear device 72. The second shaft 60' of the second shaft device 124 is connected to the second actuator device 122, centered on the rotation axis 102 of the rotary joint 100, and extends through the rotating portion 104 and the static portion 106 of the rotary joint 100.

[0198] As in Figure 14 In one embodiment, the first wing segment 30 forms a first deformable wing portion 20 extending from the root 34 to the outer end 36 of the first wing segment 30. The first wing segment 30 also forms a second deformable wing portion 120, spaced apart from the root 34 and the outer end 36 of the first wing segment 30. The second connector device 124 and the second deformable wing portion 120 are arranged to serve as… Figure 13 The embodiment includes a first connector device 24 and a first deformable wing portion 20. The first deformable wing portion 20 overlaps with the second deformable wing portion 120.

[0199] Figure 17This is a schematic cross-section of the upper rear wing section 42 of the first wing section 30, which is the closed wing 16. The lower front wing section 40 is the second wing section 32. The first wing section 30 has a root 34 located at the vertical stabilizer 28 and an outer end 36 located at the wingtip 18, wherein the first wing section 30 extends from the root 34 to the outer end 36. The root 34 of the first wing section 30 is connected to and fixed to the vertical stabilizer 28, and the orientation and position of the root 34 cannot be changed relative to the vertical stabilizer 28, which is connected to and rigidly attached to the fuselage 14.

[0200] The closed wing 16 has a first deformable wing portion 20 located on the first wing section 40. The fuselage also has a first actuator device 22 separate from the closed wing 16, and a first connector device 24 operatively connecting the first actuator device 22 and the first deformable wing portion 20. The first deformable wing portion 20 is arranged to elastically deform when a first output torque is applied to the first deformable wing portion 20.

[0201] The first connector device 24 is a first shaft device 24 having a first shaft 58 connected to the first deformable wing section 20. The first shaft 58 extends from the root 34 toward the outer end 36 within the first wing section 30. The first shaft 58 extends into the vertical stabilizer 28. The first shaft 58 is flexible and can elastically deform laterally. The first shaft 58 is straight and centered on the first shaft axis 62.

[0202] The first actuator device 22 has a first actuator 52, which is a rotary actuator in the form of a torque motor. The first actuator 52 is located in the housing 14. The first actuator device 22 also has a first shaft connector 56 consisting of a shaft and a gear set in the form of bevel gears, the first shaft connector 56 connecting the first actuator and a first shaft 58 within the vertical stabilizer 28. Thus, the first actuator device 22 is arranged to supply a first input torque to the first connector device 24 when the first actuator device 22 is actuated.

[0203] The first connector assembly 24 has a first wing connector 74, which is connected to the first shaft 58 and the first deformable wing portion 20, and as per... Figure 6 The first wing connector 74 is arranged as described. For example, the first wing connector 74 has a plurality of rigid first fasteners 78 connected to the first deformable wing portion 20. The first deformable wing portion 20 is connected to... Figure 6The difference described in the text is that it is spaced apart from the root 34 and outer end 36 of the first wing section. Thus, the first connector device 24 is arranged to apply a first output torque to the first deformable wing section 20 when a first input torque is supplied to the first connector device 24 when the first actuator device 22 is actuated, and the first output torque is the same as the first input torque.

[0204] The first wing section 30 and the second wing section 32 are joined at the wingtip 18. Thus, the closed wing 16 forms an outer support 26 at the wingtip 18, which is arranged to counteract the first output torque from the first connector assembly 24. The root 34 of the first wing section 30 is connected to the vertical stabilizer 28. Thus, the vertical stabilizer 28 forms an inner support 98, which also counteracts the first output torque, meaning that the outer support 26 and the inner support 98 together counteract the first output torque.

[0205] The first wing section 30 has an airfoil cross-section that spans the first deformable wing portion 20, which roughly corresponds to the airfoil cross-section about Figure 2a and Figure 2b The schematic airfoil cross-section is described. The closed wing 16 has a monocoque skin 86, which has greater structural strength at the leading edge 48 of the closed wing 16 than at the trailing edge 50. Skin 86 is as described in... Figure 6 As described. For example, the skin forms a first skin 86 for the first wing section 30 and a second skin 86 for the second wing section 32, the skin 86 of the respective sections being a rigid shell skin capable of bearing the full load on the wing section during stable flight, and the skin 86 being made of carbon fiber reinforced polymer.

[0206] Figure 18 This is a schematic cross-section of the first wing section 30 of another embodiment of the aircraft 10. The first wing section 30 is the upper rear wing section 42 of the closed wing 16. The first wing section has a rigid root 34 located at the vertical stabilizer 28 and an outer end 36 located at the wingtip 18, and the first wing section 30 forms a first deformable wing portion 20 extending from the root 34 to the outer end 36 of the first wing section 30.

[0207] The first wing section 30 has an airfoil cross-section at the root 34, which corresponds to the airfoil cross-section about Figure 4a and Figure 4b The airfoil cross-section is described. Thus, the first deformable wing section 20 is arranged to elastically deform when the root 34 rotates relative to the vertical stabilizer 28 (and extends into the fuselage 14). The closed wing 16 has a monocoque skin 86, as described above. Figure 6 As described, the hard-shell skin 86 is attached to the root 34 of the first wing section 34.

[0208] Body 12 also has the following features: Figure 14 The first actuator device 22, the first connector device 24, and the rotary joint 100 are arranged as described in the embodiment, but with the difference that the static portion 106 of the rotary joint 100 is attached to the vertical stabilizer 28, and the first actuator 52 is located in the vertical stabilizer 28. Thus, the first actuator device 22 and the first connector device 24 are arranged such that when a first input torque is supplied to the first connector device 24, the first deformable wing portion 20 is twisted relative to the vertical stabilizer 28 and the wingtip 18, and the angle of attack of the first wing section 30 at the root 34 of the first wing section 34 is changed.

[0209] Figure 19 A schematic airfoil cross-section of the first wing segment 30 spanning the first deformable wing portion 20 is shown. The airfoil cross-section is shown as if no output torque is transmitted to the first deformable wing portion 20, and the first deformable wing portion 20 is not deformed. The monocoque skin 86 of the first deformable wing portion 20 is composed of an upper skin segment 128 and a lower skin segment 130, which are connected at the leading edge 48 and the trailing edge 50. The upper skin segment 128 forms an upper surface 82 at the first deformable wing portion 20, and the lower skin segment 130 forms a lower surface 84 at the first deformable wing portion 20.

[0210] The first wing connector 74 of the first connector assembly 24 has an upper portion 132 attached to the upper skin section 128 and a lower portion 134 attached to the lower skin section 130. Thus, the upper portion 132 is connected to the first deformable wing portion 20 at its upper surface 82, and the lower portion 134 is connected to the first deformable wing portion 20 at its lower surface 84. The first connector assembly 24 is arranged to apply a first output torque to the first deformable wing portion 20 via the upper portion 132 and the lower portion 134 of the first wing connector 74.

[0211] The first wing connector 74 has a mechanical linkage 136, which has a cam 138 in the form of a cam disk centered on and attached to the first shaft 58. An upper portion 132 forms a follower 142 that engages with the cam 138, and a lower portion 134 forms a shaft support 168 that rotatably supports the first shaft 58 via a sliding bearing (not shown). Thus, the first shaft 58 is connected to the upper portion 132 and the lower portion 134 via the mechanical linkage 136, connecting the first shaft 58 to the upper skin section 128 via the upper portion 132 and to the lower skin section 130 via the lower portion 134. The mechanical linkage 136 is arranged to push the upper portion 132 away from the lower portion 134 when the first shaft 58 rotates. The first connector device 24 is also arranged to change the relative positions of the upper part 132 and the lower part 134 when a first output torque is applied to the first deformable wing portion 20, and the first connector device 24 is also arranged to apply the first output torque 20 to the first deformable wing portion via the mechanical linkage device 136, the upper part 132 and the lower part 134.

[0212] The upper portion 132 and the lower portion 134 of the first wing connector 74 are located at the same distance from the leading edge 48. Thus, the first wing connector 74 is arranged such that when a first output torque is applied to the first deformable wing portion 20, the upper skin section 128 deforms at the upper deformation point 164 and the lower skin section 130 deforms at the lower deformation point 166. The upper deformation point 164 and the lower deformation point 166 are located at the same distance from the leading edge 48. Thus, the upper portion 132 is arranged to deform the upper skin section 128, and the lower portion 134 is arranged to deform the lower skin section 130.

[0213] Figure 20 A schematic airfoil cross-section of the first deformable wing section 20 spanning another first wing segment 30 is shown. The airfoil cross-section is shown as if no output torque is transmitted to the first deformable wing section 20, and the first deformable wing section 20 is not deformed. The first connector device 24 shares with respect to... Figure 19 The first connector device 24 is described, but differs in that the mechanical linkage 136 has an upper cam 138 and a lower cam 140 attached to the first shaft 58, an upper portion 132 forming an upper follower 142 that engages with the upper cam 138, and a lower portion 134 forming a lower follower 144 that engages with the lower cam 140. The mechanical linkage 136 is also arranged to push the upper portion 132 away from the lower portion 134 when the first shaft 58 rotates in one direction, and to pull the upper portion 132 down to the lower portion 134 when the first shaft 58 rotates in the opposite direction.

[0214] Figure 21A schematic airfoil cross-section of the first deformable wing section 20 spanning another first wing segment 30 is shown. The airfoil cross-section is shown as if no output torque is transmitted to the first deformable wing section 20, and the first deformable wing section 20 is not deformed. The first connector device 24 shares with respect to... Figure 20 The first connector assembly 24 is described, but with the difference that the upper portion 132 of the first wing connector 74 is positioned closer to the trailing edge 50 than to the leading edge 48, and the lower portion 134 is positioned closer to the leading edge 48 than to the trailing edge 50. Thus, the upper deformation point 164 is located closer to the trailing edge 50 than to the leading edge 48, and the lower deformation point 166 is located closer to the leading edge 48 than to the trailing edge 50, and the lower deformation point 166 is located closer to the leading edge 48 than the upper deformation point 164. The upper portion 132 is arranged to deform the upper skin section 128 closer to the trailing edge 50 than to the leading edge 48, and the lower portion 134 is arranged to deform the lower skin section 130 closer to the leading edge 48 than to the trailing edge 50.

[0215] Figure 22 A schematic airfoil cross-section of the first deformable wing section 20 spanning another first wing segment 30 is shown. The airfoil cross-section is shown as if no output torque is transmitted to the first deformable wing section 20, and the first deformable wing section 20 is not deformed. The first connector device 24 shares with respect to... Figure 21 The first connector device 24 is described, but differs in that the mechanical linkage 136 has a rigid link 146 and a connector 148, which together connect the first shaft 58 to the upper part 132 and the lower part 134.

[0216] Figure 23 A schematic airfoil cross-section of the first deformable wing section 20 spanning another first wing segment 30 is shown. The airfoil cross-section is shown as if no output torque is transmitted to the first deformable wing section 20, and the first deformable wing section 20 is not deformed. The first connector device 24 shares with respect to... Figure 21 The first connector device 24 is described, but differs in that the mechanical linkage device 136 has a drive gear 150 centered on and attached to the first shaft 58, an upper portion 132 forming an upper driven gear 152 that can cooperate with the drive gear 150, and a lower portion 134 forming a lower driven gear 154 that can cooperate with the drive gear 150.

[0217] Figure 24A schematic airfoil cross-section of the first deformable wing section 20 spanning another first wing segment 30 is shown. The airfoil cross-section is shown as if no output torque is transmitted to the first deformable wing section 20, and the first deformable wing section 20 is not deformed. The first connector device 24 shares with respect to... Figure 21 The first connector device 24 is described, but differs in that the mechanical linkage device 136 has an upper drive wheel 156 and a lower drive wheel 158 in the form of a pulley centered on and attached to the first shaft 58. The mechanical linkage device 136 also includes an upper flexible element 160 and a lower flexible element 162. The upper flexible element 160 is in the form of a wire connected to the upper part 132, wound around the upper drive wheel 156 and arranged to cooperate with the upper drive wheel 156. The lower flexible element 162 is in the form of a wire connected to the lower part 134, wound around the lower drive wheel 158 and arranged to cooperate with the lower drive wheel 158.

[0218] In relation to Figure 6 In an alternative embodiment of the described aircraft 10, each first fastener 78 is made of about Figure 19 The first wing connector 74 described is replaced by the first connector assembly 24. This means that the first connector assembly 24 has a plurality of first wing connectors 74 spaced apart along its first axis 58. In an alternative embodiment of the aircraft 10, the first wing connectors 74 are alternatively as described regarding Figures 20 to 24 Arranged as described.

[0219] Figure 25 A schematic airfoil cross-section of the first deformable wing section 20 spanning another first wing segment 30 is shown. The airfoil cross-section is shown as if no output torque is transmitted to the first deformable wing section 20, and the first deformable wing section 20 is not deformed. The first connector device 24 shares with respect to... Figure 21 The first connector assembly 24 is described, but differs in that the first wing connector 74 is connected to the lower skin section 130 and disconnected from the upper skin section 128. This means that the first wing connector 74 is connected to the first deformable wing portion 20 at the lower surface 84 and disconnected from the first deformable wing portion 20 at the upper surface 82. The first wing connector 74 essentially corresponds to the... Figure 3a and Figure 3b The wing connector is described. The first shaft 58 is rigidly connected to the first wing connector 74, and the first wing connector 74 is a rigid structure.

[0220] A second connector assembly 124 also exists, which has a first wing connector 74' connected to the upper skin section 128 and disconnected from the lower skin section 130. This means that the second connector assembly 124 is connected to the first deformable wing portion 20 at the upper surface 82 and disconnected from the first deformable wing portion 20 at the lower surface 84. The first wing connector 74' of the second connector assembly 124 substantially corresponds to the first wing connector 74 of the first connector assembly 24. The first shaft 58' of the second connector assembly 124 is rigidly connected to the first wing connector 74' of the second connector assembly 124, and the first wing connector 74' of the second connector assembly 124 is a rigid structure.

[0221] The first wing connector 74 of the first connector assembly 24 is positioned closer to the leading edge 48 than the first wing connector 74' of the second connector assembly 124. This means that the lower deformation point 166 associated with the first wing connector 74 of the first connector assembly 24 is positioned closer to the leading edge 48 than the upper deformation point 164 associated with the first wing connector 74 of the second connector assembly 124.

[0222] Figure 26 A schematic airfoil cross-section of the first deformable wing section 20 spanning another first wing segment 30 is shown. The airfoil cross-section is shown as if no output torque is transmitted to the first deformable wing section 20, and the first deformable wing section 20 is not deformed. The second connector device 124 shares with respect to... Figure 25 The second connector device 124 is described, but the first connector device 24 differs in that it corresponds to the features of the first connector device 24. Figure 20 The first connector device 24 is described.

[0223] Figure 27 A schematic airfoil cross-section of a first deformable wing section 20 spanning another first wing segment 30 is shown. The airfoil cross-section is shown as if no output torque is transmitted to the first deformable wing section 20, and the first deformable wing section 20 is not deformed. The first connector device 24 corresponds to... Figure 26 The first connector device 24 is described, but the second connector device 124 differs in that it corresponds to... Figure 20 The first connector device 24 is described.

[0224] Figure 28 A schematic airfoil cross-section of a first deformable wing section 20 spanning another first wing segment 30 is shown. The airfoil cross-section is shown as if no output torque is transmitted to the first deformable wing section 20, and the first deformable wing section 20 is not deformed. The first connector device 24 corresponds to... Figure 2a and Figure 2bThe first connector device 24 is described, and the second connector device 124 corresponds to the one described above. Figure 20 The first connector device 24 is described. This means that the first wing connector 74 of the first connector device 24 is a rigid structure connected to the upper skin section 128 and the lower skin section 130 of the deformable wing section 20. This also means that when a first output torque is applied to the first deformable wing section 20 through the first connector device 24, the shape of the mid-curve 92 of the airfoil cross section remains unchanged, and the orientation of the mid-curve 92 of the airfoil cross section changes, and when a second output torque is applied to the first deformable wing section 20 through the second connector device 124, the shape of the mid-curve 92 of the airfoil cross section changes.

[0225] Figure 29 This is a schematic cross-section 30 of the first wing section 30 of another embodiment of the aircraft 10. The first wing section 30 is the lower forewing section 40 of one of the closed wings 18. The aircraft 10 and related... Figure 8 The difference in the described aircraft lies in that the second connector device 124 is coupled to the first deformable wing portion 20. Thus, the second connector device 124 is arranged to apply a second output torque to the first deformable wing portion 20 when the second actuator device 122 is actuated. The aircraft 10 also differs in that the first connector device 24 has a plurality of first wing connectors 74 spaced apart along its first axis 58, and the second connector device 124 has a plurality of first wing connectors 74' spaced apart along its first axis 58'. The first wing connectors 74 of the first connector device 24 and the first wing connectors 74' of the second connector device 124 are arranged in pairs, as per [reference to...]. Figure 25 As described. In alternative embodiments of the aircraft 10, they are as described regarding Figures 26 to 28 Arranged in pairs as described in either of them.

[0226] Project List 10 Fixed-wing aircraft 12. Body 14. Fuselage 16 Closed Wings 18 Wingtips 20 First deformable wing section 22 First actuator device 24 First connector device or first shaft device 26 External support components 28 Vertical stabilizer 30 First Wing Section 32 Second Wing Section 34. Roots 36 Outer End 38 Vertical winglets 40 Lower Forewing Section 42 Upper rear wing section 48. Prelude 50 trailing edge 52 First actuator 56-axis connector or root connector 58 First Axis 60 Second Axis 62 First axis line 64 Second axis line 66-axis inter-axis connector 68 Additional shafts 70 universal joint 72 Gear assembly 74 First Wing Connector 76 Second Wing Connector 78 First Fastener 80 Second Fastener 82 Upper surface 84 Lower surface 86 Skin 92 medium arc line 96 Static Wing Section 98 Internal support components 100 rotary joint 102 Rotation axis 104 Rotating Part 106 Static Part 108 beams 110 Connector Shaft 112 Aircraft Engine 114 pods 116 Hanging bracket 120 Second deformable wing section 122 Second Actuator Device 124 Second connector device 126 Hinged control surface 128 Upper Skin Section 130 Lower Skin Section 132 upper part 134 lower part 136 Mechanical linkage device 138 Cam or Upper Cam 140 lower cam 142 Driven or Upper Driven 144 Lower follower 146 Rigid Link 148 connector 150 drive gear 152 Driven gear 154 Lower driven gear 156 Upper drive wheel 158 Lower drive wheel 160 Flexible elements 162 Flexible Components Deformation point 164 Deformation point 166.

Claims

1. A fixed-wing aircraft (10), comprising: Fuselage (14) Closed wing (16). The first actuator device (22), and First connector device (24). in: The closed wing (16) is attached to the fuselage (14) and has a wingtip (18) and a first deformable wing section (20). The first actuator device (22) is arranged to supply a first input torque to the first connector device (24) when the first actuator device (22) is actuated. The first connector device (24) is arranged to apply a first output torque to the first deformable wing portion (20) when the first input torque is supplied to the connector device. The first deformable wing portion (20) is arranged to elastically deform when the first output torque is applied to the first deformable wing portion (20). The closed wing (16) forms an outer support (26) at the wingtip (18), the outer support (26) being arranged to counteract the first output torque.

2. The fixed-wing aircraft (10) according to claim 1, wherein, The first actuator device (22) is spaced apart from the first deformable wing portion (20).

3. The fixed-wing aircraft (10) according to claim 1 or 2, wherein, The first actuator device (22) is coupled to the body (14), and the body (14) forms an inner support (98) which is arranged to counteract the first output torque.

4. The fixed-wing aircraft (10) according to any one of claims 1 to 3, wherein, The closed wing (16) has a first wing section (30) and a second wing section (32) connected at the wingtip (18), the first deformable wing portion (20) is located on the first wing section (30), the first wing section (30) has a root (34) and an outer end (36), the root (34) is connected to the fuselage (14), and the outer end (36) is located at the wingtip (18).

5. The fixed-wing aircraft (10) according to claim 4, wherein, The first connector device (24) is a first shaft device, which includes a first shaft coupled to the first deformable wing section (20) and the first shaft extends in a direction from the root (34) of the first wing section (30) to the outer end (36) of the first wing section (30).

6. The fixed-wing aircraft (10) according to claim 4 or 5, wherein, The first wing section (30) has an uninterrupted and continuous upper surface (82) and lower surface (84).

7. The fixed-wing aircraft (10) according to any one of claims 1 to 6, wherein, The complete first deformable wing section (20) is either an integral structure or a non-hinged structure.

8. The fixed-wing aircraft (10) according to any one of claims 1 to 7, wherein, The first deformable wing section (20) has a hard-shell skin (86) arranged to elastically deform when the first output torque is applied to the first deformable wing section (20).

9. The fixed-wing aircraft (10) according to claim 8, wherein, The skin (86) is a carbon fiber reinforced structure.

10. The fixed-wing aircraft (10) according to claims 1 to 9, wherein, The first deformable wing portion (20) has an airfoil cross section, and the first deformable wing portion (20) is arranged to change the shape of the mid-curve (92) of the airfoil cross section when the first output torque is applied to the first deformable wing portion (20).

11. The fixed-wing aircraft (10) according to claim 4, wherein, The first deformable wing portion (20) has an airfoil cross section, the first wing section (30) has a leading edge (48) and a trailing edge (50), and the first deformable wing portion (20) is arranged to maintain the shape of the mid-curve (92) at the leading edge (48) of the first wing section (30) and change the shape of the mid-curve (92) at the trailing edge (50) of the first wing section (30) when the first output torque is applied to the first deformable wing portion (20).

12. The fixed-wing aircraft (10) according to any one of claims 1 to 11, wherein, The first deformable wing portion (20) has an airfoil cross section, and the first deformable wing portion (20) is arranged to change the angle of attack of the airfoil cross section when the first output torque is applied to the first deformable wing portion (20).

13. The fixed-wing aircraft (10) according to claim 4, wherein, The aircraft (10) includes a rotary joint (100) connected to the root (34) of the first wing section (30) and the fuselage (14), and the rotary joint (100) rotatably supports the root (34) of the first wing section (30) relative to the fuselage (14).

14. The fixed-wing aircraft (10) according to claim 4, wherein, The closed wing (16) has a static wing portion (96) located on the first wing section (30), the static wing portion (96) being arranged to maintain the shape of the static wing portion (96) when the first output torque is applied to the first deformable wing portion (20).

15. The fixed-wing aircraft (10) according to any one of claims 1 to 14, wherein, The closed wing (16) also has a second deformable wing section (120), and the aircraft (10) further includes: The second actuator device (122), and Second connector device (124). in: The second actuator device (122) is arranged to supply a second input torque to the second connector device (124) when the second actuator device (122) is actuated. The second connector device (124) is arranged to apply a second output torque to the second deformable wing portion (120) when a second input torque is supplied to the second connector device (124). The second deformable wing section (120) is arranged to elastically deform when the second output torque is applied to the second deformable wing section (120), and The outer support (26) at the wingtip (18) is arranged to counteract the second output torque.

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