Shape changing maneuvering system

Abstract

The present invention provides a morphing system suitable for use within an aircraft, wherein the system is configured to morph the manoeuvring features of the aircraft, such as the wings 10, tail 72,

Description

The claim invention relates to an improved maneuvering system that can be installed onto an aircraft. In recent years there has been an increase in the of travel people are undertaking either for business or leisure. Additionally, people find themselves traveling over greater distances as many companies become international. As a result, the use of air travel has increased both in terms of international and domestic flights. There have even been attempts to make smaller aircraft that can be used as part of local public transport, such as airbuses. With this increased use of aircraft, there is a need to improve the quality of said aircraft. In particular to help reduce the environmental impact of using these aircraft over other forms of transport. One means of achieving this may be to improve the efficiency of the aircraft when in travel. In particular, there is a need for a system that would ensure the acceleration of the aircraft is as efficient as possible thereby reducing the amount of fuel required to be used during each flight of the aircraft. One way to improve the efficiency of an aircraft may be to reduce the amount of drag acting on the aircraft, drag refers to a frictional force that acts to slow an aircraft’s acceleration. When the amount of drag acting on the aircraft increases the amount of acceleration needed to get an aircraft up to speed or to maneuver the aircraft also increases. This means that the amount of fuel being used in the aircraft is increased to provide this increased amount of acceleration. Therefore, the aircraft may be made more efficient by reducing the amount of drag acting on the aircraft. In most aircraft, the shape of the aircraft body and features, such as fuselage or wing profiles are designed to reduce the amount of drag caused when air accelerates over the surface of the aircraft. However, these aircraft may also have breaks within the aircraft surface, for example at the points where these different sections of the aircraft are connected, either due to a gap between the structures or from the protrusion of fastening means such as bolt heads. These breaks or gaps in the aircraft surface cause disruptions in the airflow traveling over the aircraft surface resulting in the creation of drag. One particular section of the aircraft which can cause such drag is around the areas of the aircraft used for maneuvering such as the wings and tail. This is because these sections of the aircraft often comprise both static and moving sections, such as rudders, spoilers, and flaps that can actuate relative to the rest of the aircraft, to control the airflow over these features. The problem is that to accommodate these moving sections there would need to be gaps between the static portions of the aircraft and the moving sections. These gaps produce breaks within the surface of the aircraft, which can disrupt the airflow traveling over these sections of the aircraft creating drag. One means of overcoming this type of drag was to have an aircraft, wherein the aircraft body comprises a single layer of material, or an external coating, which ensured a smooth unbroken surface across the aircraft. This aircraft would then comprise morphing points located at the moving sections which could deform these parts of the aircraft in order to move the moving sections without breaking the surface. The problem with this system is that these morphing points would require a hydraulic or pneumatic system to morph each of the morphing points, and there would need to be a large plurality of these morphing points to ensure that the deformed sections had a smooth or gradual, gradient so as to not tear the surface of the aircraft, or form ridges which could cause drag. Meaning the aircraft would need a large hydraulic or pneumatic system or possibly multiple hydraulic or pneumatic systems to control all of the morphing points simultaneously. Such systems would greatly increase the weight of the aircraft which would decrease the aircraft’s fuel efficiency, as even though the amount of drag has been reduced, the extra weight means the amount of acceleration needed to get the aircraft to a desired speed or to maneuver is still increased. Therefore, there is a need for an improved system that would decrease the amount of drag acting on an aircraft in flight, without causing additional weight, thereby decreasing the amount of force needed to accelerate and maneuver an aircraft, thereby improving the aircraft’s fuel efficiency. Another challenge arises during ascending, especially after take-off, wherein ascending at the steepest possible angle of climb is of extreme importance. This is because a higher climb angle will enable the aircraft to serve airports with less-than-optimal surroundings, e.g. tall mountains or tall building structures. During ascending the main wing will have the same angle of attack as the fuselage onto which it is mounted. Steep angles of the climb will produce the most desired downforce, provided that desired speed can be maintained. The midline through the cross-section of the wing is normally referred to as the “cord line”. When the cord line has the same angle of attack as the fuselage, it will produce good downforce, but also a considerable drag. The downforce will take a huge penalty of thrust, the aircraft will sacrifice speed for lift, in aerodynamics often referred to as “induced drag”. That penalty will increase as the steep angle of the cord line will also produce drag from turbulence, often referred to as “form drag”. By enabling the wing to assume a lower angle of attack than the fuselage, form drag will be significantly reduced and speed will increase. Faster speed during the climb will compensate for the loss of climb caused by reduced downforce. In other words: the aircraft will climb faster at a higher speed. This change of angle of attack can be varied throughout the length of the main wing. For example, if aerodynamic indicators show that lift above the wing is reduced from turbulence in various speeds, air pressures, and angles of attack, the inner part of the wing can be given added lift produced by increased curvature. In other flight attitudes, this system can produce a faster rolling force if one side of the wing is given a lower angle of attack, relative to the fuselage, while the other side is given a higher angle. This will replace balance rudders - often referred to as “ailerons”. In summary, this system can direct the wing to maintain the same angle as the fuselage, lower angles to climb better without loss of speed, increased lift at the innermost part of the wing to counteract undesired turbulent downforce when indicated. It can also replace the ailerons. Finally, given a higher angle of attack during landing, the wing can be given such a steep angle of attack that it produces a more effective air braking during landing. In addition to this, this system can be developed to counteract impacts on the whole aircraft if it is exposed to extreme turbulence. Summary The claimed invention provides an improved maneuvering system that can be implemented in an aircraft, wherein the system allows the aircraft to reduce the amount of drag produced by the maneuvering system. This is achieved by replacing the conventional steering / maneuvering system of the aircraft with a system that uses morphing technology to adjust the shape of various parts of the aircraft. This reduces drag as the conventional systems require specific sections of the aircraft to be moveable while being connected to static sections, this can be seen for example in the trailing ends of the wing and tail of an aircraft, wherein the rudders, spoilers, and flaps can actuate relative to the rest of the aircraft, to control the airflow over these features. The problem is that to accommodate these moving sections there would need to be gaps between the static and moving sections. These gaps produce breaks within the surface of the aircraft, which can disrupt the airflow traveling over these sections of the aircraft creating drag, which may slow the aircraft or may it more difficult to maneuver. This new system removes the need for such breaks within the aircraft’s surface. The solution provided by the claimed invention involves restructuring the sections of the aircraft used for maneuvering, such as the wings and tail, to allow the sections to change shape, without the need for a hydraulic or pneumatic system that would add to the weight of the aircraft. More specifically, this system would allow the profiles of these maneuvering sections to be changed, this change in shape would allow the aircraft to control the airflow passing over the aircraft, by using the shape to redirect the air passing over these features, without breaking the aircraft surface, thereby preventing the formation of parasitic drag as the aircraft accelerate or maneuvers. The wings in this system would comprise a central spur which would provide the structure needed to reinforce the aircraft wing. At a regular interval across this spur, there would be a rotating actuator that comprises a member or sloped structure which is rotated in a plane that is perpendicular to the plane of the spur. Wherein changing the angle between the rotating actuator, the system can increase or decrease the angle between the member attached to the actuator and the spur. The spur and actuators would then be covered by a skin which would comprise a material that is sufficiently strong but also flexible so that the shape of the skin can be adjusted by moving the members attached to the actuators. This would allow the user to expand or contract the surface of the skin relative to the spur, thereby allowing the profile of the wing to be changed without the need for flaps, slits, or other breaks within the wing’s surface. The actuators are configured to be controlled using one or more motors. It is noted that these motors may comprise electric motors or other suitable small motors. However, the electrical motors are preferable as they can be powered by the aircraft’s power source and would not require a heavy external system such as a hydraulic system. This ensures that the actuators provide as little extra weight to the aircraft as possible. As for the skin surrounding the spur, as mentioned the skin would need to be sufficiently strong to withstand the air pressure exerted on the aircraft, especially during take-off, and would also need to endure impacts from ice crystals at high altitudes. However, in addition to being strong, the material must also be flexible, or pliable, to allow the material to change shape without warping or tearing. To this end, possible options for the material may be to use thin a thin metal sheet, with lightweight metals such as aluminum being preferable as they tend to be more flexible, or the skin may be made from a sufficiently strong polymer, as may polymers have elastic properties that allow them to change shape without warping. It is noted that the chosen material may also be reinforced by a net layer, that is to say, a material with a regular net structure such as graphene, which comprises a hexagonal net, this material may be used as a frame by the skin material and would provide additional flexibility to the material chosen. It should also be noted that the outside of the skin may also be covered with graphene to act as a de-icing layer, and due to its flexibility, there is little risk of this deicing layer breaking when the shape of the wing changes. In the preferred embodiment, each of the rotating actuators would comprise a power ring. Each of these power rings would be coupled to a respective motor of a plurality of motors, with the actuators being coupled to each side of the spur within the wing. In the preferred embodiment, the spurs would comprise actuators positioned at fixed intervals along the elongated length of the spur. At each interval there would be four actuators, each actuator being coupled to a respective motor, wherein there would be two actuators coupled to each side of the spur. It is preferable to have a least four motors as this allows the system more control over the shape of the actuators, as each actuator could be moved independently, and may for example control the actuators at the fore and aft ends of the spur separately, in addition to controlling the actuators on the top and bottom sides independently, to allow the system to produce a wider range of shapes for the wing using the actuators. It is also noted that this arrangement with multiple actuators is preferable as it allows the morphing shape of the wing, or other steering structure, to have a smooth gradient. Similarly, the use of multiple motors ensures that each of the actuators has a smooth gradient around the profile of the wing, or steering structure. As previously noted, the smoother the gradient is across the steering structure the less drag the structure produces, as this prevents the formation of ridges or sharp corners within the aircraft surface which may partially block or disrupt the airflow over the aircraft, such disruption would increase the amount of drag produced by the structure. Additionally, the smooth gradient reduces the risk of the skin positioned over the spur and the actuator breaking or tearing as the shape of the steering feature changes. Though the example above referred to the wings of the aircraft, it is noted that the maneuvering system may comprise multiple surfaces that use the same system of rotation actuators described above to morph specific surfaces. For example, in addition to the wings, this same system may be implemented in the tail of the aircraft, such as within the tail rudder, it may also be used in other maneuvering structures such as flaps, more specifically L-shaped flaps which can be coupled to the sides of the aircraft fuselage to allow small maneuvering adjustments to the aircraft, wherein the actuators are configured to morph the angle of these features to direct the airflow over the feature and in turn maneuver the aircraft. It is noted that the support spur and actuators described above can be scaled up or down to a suitable size for the desired steering features. Also, the orientation of the actuators can be changed by changing the orientation of the spur, for example, the actuators in the wings would have a different orientation compared to the actuators in the tail rudder, as they would morph their structures in planes that are perpendicular relative to the other. It is noted that as more structures within the aircraft use this morphing system, the aircraft produces less drag when it maneuvers in the air during flight. Therefore, it would be preferable for all of the moving maneuvering structures within the aircraft to use the system described above. It is also noted that in some aircraft the tail of the aircraft may comprise a pair of side members, which extend from the sides of the fuselage past the aft end of the fuselage, with a tail member that couples the aft end of the side members together and is shaped to act as a rudder, or steering feature for the tail. In these cases, both the tail members and the side members may include a morphing system as described above. Wherein the profile of the tail member can be changed in the same manner as the profile of the wing, and the side members comprise actuators that allow the members to bend laterally, in this case meaning that the members bend left and right relative to the fuselage, thereby moving the tail sideways, to allow the aircraft to steer more easily. In some cases, this morphing system may also be utilized in the fuselage. More specifically, the sloped portions of the aircraft fuselage may also comprise a spur with actuators as described above within the fuselage surface. Wherein the actuator would be configured to move perpendicular to the fuselage surface in order to increase or decrease the gradient of the fuselage’s slope. This way the system may alter the airflow over the fuselage. This may be used for example to increase or decrease the aircraft’s acceleration. It may also be used to adjust the aft end of the fuselage to try and counteract the effects of turbulence acting on the aircraft. The morphing of the aircraft structures described above can be used for more than reducing drag when maneuvering the aircraft, they may also be used to reduce the drag caused by acceleration, especially when the aircraft is accelerating during a takeoff. In particular, the aircraft structures such as the wing and tail, are configured to control the rate or amount of airflow over the surface of the aircraft, more specifically, the features are shaped to increase the amount of airflow on one side of the feature, compared to the opposite side of the feature in order to produce lift. However, as the aircraft takes off the angle of the aircraft relative to the ground increases, which in turn changes the angle between the profile of the steering feature and the airflow passing over the aircraft. This change in angle causes an increase in the amount of drag produced as the angle of attack changes, this angle refers to the angle between the horizontal plane of the maneuvering feature and the ground, or airflow hitting the aircraft. The maneuvering system described above can adjust the profile of the maneuvering features in such a way that the shape of the feature profile remains the same but the angle of the feature relative to the fuselage is changed, effectively rotating or twisting the feature. By twisting the feature in this way, the user can ensure that the angle of attack remains at the optimal angle to produce the best drag-to-lift ratio, in particular the angle that produces the most lift while limiting the amount of drag being produced. In use, the maneuvering system would be incorporated into multiple surfaces, or features of the aircraft and would include sensors in addition to the spurs, actuators, and motors described above. More specifically, the system may comprise a plurality of sensors positioned to monitor the airflow over the surface of the maneuvering feature. For example, the sensor may be configured to measure the air pressure traveling over the different sides of the maneuvering feature. The data from the sensor can be fed into a control system that can determine the amount of lift and / or drag produced by the maneuvering feature and can therefore adjust the size of the features profile to minimize the amount of drag, or to alter the amount of lift produced. These sensors may also be configured to detect sudden acceleration or air pressure changes caused by turbulence to allow the system to morph the fuselage or other features to minimize the effect of said turbulence. In some cases, the controller may also be configured to determine the aircraft’s current position in a flight plan, such as determine when the aircraft is taking off, landing, or in a steady flight. In these cases, the system would be configured to automatically adjust the profile of the maneuvering feature into the optimal shape for that section of the flight path. This determination of the position in the flight path may be based on changes in the aircraft’s acceleration and / or altitude or may be manually imputed by the aircraft’s pilot. Detailed description The claimed invention is depicted in the following Figures: Figure 1: depicts the internal structure of an aircraft wing as currently used. Figure 2: depicts the internal structure of an aircraft wing as per the claimed invention Figure 3: depicts an example of the actuator member / board used in the claim system. Figure 4: depicts an example of the skin structure that may be used as part of the claimed system. Figure 5: depicts an example of how the claimed system can morph the shape of a wing / wing profile. Figure 6: depicts how the rotating members can be morphing individually to produce multiple angles of attack. Figure 7: depicts an example of how the claimed system can morph the shape of an aircraft’s tail. Figure 8: depicts an example of how the claimed system can morph the shape of an aircraft’s fuselage. The Figures comprise the following parts, please note that like parts are indicated using like reference numerals: 10 - wing 11- wing flap 12 - aileron 13 - ribs 14 - stringers 15 - wing tip 20-spur 30 - actuated board / member 40 - rotating actuators 50 - skin 52 - solid layer 54 - flexible layer 60 - fuselage 70 - side members 72 - tail member Figure 1 depicts an example of the current structure used inside an aircraft wing. This structure comprises a spur 20 along the length of the wing 10 to provide a structure for mounting the other wing features, along with a plurality of stringers 14 to add additional support to the structures extending from the spur 20. The wing then comprises a plurality of ribs 13 that extend from the front side of the spur 20, in a direction perpendicular to the elongated length of the spur 20 and stringers 14, these ribs 13 are rigid structures that provide support to the skin of the wing and provide the shape of the wing’s profile. These features combined give the shape of the wing a rigid structure that prevents the wing from deforming or changing shape from the profile as defined by the shape of the ribs 13. Further, attached to the rear side of the spur 20 are a flap 11 and aileron 12. These features are configured to pivot about the edge attached to the spur 20. The pivoting of these features would redirect the airflow over the rear, or aft end of the wing 10, thereby increasing or decreasing the drag at the rear of the wing. This change in drag can be used to accelerate or decelerate the aircraft in order to change the aircraft’s altitude, direction, or velocity. Therefore, these flaps and ailerons are considered maneuvering features as defined in this application. However, the problem with this arrangement is that the edges of the flaps 11 and aileron 12 create gaps within the surface of the aircraft, as these features need to be able to move independently of the rest of the wing 10, these gaps result in additional drag being formed around the edges where the surface breaks, this drag is known as parasitic drag, which can decelerate the aircraft, or create small alterations to the aircraft’s acceleration that may unintentionally maneuver the aircraft. Additionally, the rigid shape of the wing’s profile may cause drag during takeoff and landing maneuvers. The profile of the wing 10 is designed for producing lift during steady flight, however, during takeoff and landing maneuvers when the aircraft is angled relative to the ground the airflow is directed to the top or bottom surface of the wing, instead of the front of the wing where the profile is angled to direct the airflow. This results in a disruption to the airflow over the wing’s surface, which produces drag that disrupts the lift produced by the aircraft. This means that the aircraft will require more velocity before takeoff, and may experience unwanted deceleration during the takeoff and landing procedure. It is also noted that the elevator and rudder attached to the tail of the aircraft would have flaps and profiles similar to those of the wing 10. These features produce the same problems described above as the gaps around the moving sections of the tail produce drag, and the profile of these features are designed to direct airflow during steady flight and are not at the correct angle to direct the airflow during takeoff or landing procedures. The claimed invention provides a morphing system that can be utilized in different parts of the aircraft in order to overcome these problems. More specifically, the claimed system allows parts of the aircraft to be morphed changing their shape, specifically, the profile at different points of the aircraft to redirect the airflow over these features, without breaking the surface of the aircraft. This system allows the shape of the features to be changed for maneuvering, which in this case refers to accelerating or decelerating the aircraft to change the aircraft’s velocity, elevation, or steering. This system removes the need for flaps and ailerons, thereby removing the gaps created by these features. As there are no breaks in the aircraft surface there would be no gaps or edges that would create parasitic drag as described above. For example, each of the maneuvering features would comprise a flexible skin that encloses the morphing system, wherein members of the system can change their position or shape in order to change the shape of the skin, either by changing the shape completely or changing the shape at specific points within the surface of the skin. Additionally, the ability to change the profile of these features allows the user to adjust the angle of the profile relative to the rest of the aircraft, allowing the user to change the angle of attack of these features relative to the direction of the airflow, allowing these features to function normally during takeoff and landing maneuvers as their profile can remain parallel to the ground. Further, the profile of the features of the aircraft, such as the wing, tail, and fuselage can be altered to address sudden changes in acceleration, such as turbulence, adjusting the airflow over the aircraft to address unexpected changes in drag or acceleration. In general, the morphing system would comprise one or more support structures that give the maneuvering feature its shape and supports the other features within the system. At set intervals along the surface of the support structures, there will be actuators coupled to the surface of the support structure. In this context, the intervals refer to distances along the surface of the support structure such that the actuators are evenly spaced across the structure. Each actuator would comprise an actuating member that is coupled to another member, referred to as the actuated member, such that when the actuator is actuated the actuated member is moved in a desired direction relative to the support structure. This system is then encased in a flexible skin, such that the actuated members are covered by the skin, this may also cover the support structure, though the skin need only contact the actuated members. When in use the motion of the actuators move the actuated members, which in turn push or pull the flexible skin at the point when the skin touches the member, this allows the shape of the skin to be changed without breaking the surface of the skin, meaning the gradient at different points in the skin are changed, allowing the skin to change shape, while still providing one smooth continuous surface to the maneuvering feature. Figure 2 depicts an example of the claimed system as used in an aircraft wing 10. The system comprises a support structure that comprises a central beam 20 or strut. It is noted that the support structure would be in the form of a central support structure / beam 20 when used in a wing 10 or in the aircraft’s tail, specifically when used within the tails elevator or rudder. In contrast, when the morphing system is used within a fuselage 60 of the aircraft the support structure may be in the form of a shell that follows the desired shape of the fuselage 60 before morphing, with the other features being mounted to the outer surface of the shell, or a plurality of beams outlining the shape of the aircraft. In the depicted wing example, the support structure is in the form of a spur or beam 20 that runs between the fuselage 60 and the wing tip 15. At predetermined intervals along the length of the support, there are a series of members 30 that are configured to be actuated relative to the support structure 20, in this case, the actuated members 30 are in the form of actuating boards, more specifically power rings, which are positioned perpendicular to the elongated length of the support. Wherein each board / member 30 is shaped so that the edge of the member forms the profile of the wing, and configured so that when the board is actuated, the shape of this edge may be changed, for example being folded or expanded, or the entire board is moved thereby changing the profile of the wing 10. Wherein the boards / members support the skin 50 of the wing 10 and shapes the wing’s profile as described above by moving the skin when the board / member 30 is actuated. It is noted that in the depicted example, the wing also contains stringers 14 both at the fore and aft ends of the central support to provide additional support to the sections of the actuated member 30 that extend away from the central support beam 20. It is also noted that in some cases, such as the morphing fuselage 60, the power ring members may be replaced with linear members which expand or contract in a direction perpendicular to the surface of the support structure. This would allow the surface of the fuselage 60 to expand or contract relative to the support structure, allowing the shape of the fuselage to be changed. The actuated members 30 would be positioned so that the actuation of the members 30, whether it is a board, power ring, or linear member, would adjust the profile of the aircraft by moving the flexible skin 50 surround the members and support structure, to alter the direction or volume of the airflow over the aircraft. Each of these actuated members 30 would then comprise at least one actuator 40 that would be configured to actuate the member 30, specifically the actuating member of the actuator 40 would be coupled to the member 30 such that the member can be moved by the actuator 40 relative to the support structure 20, wherein the movement of the member 30 would move the surrounding skin 50 to morph the shape of the maneuvering feature. It is noted that these actuators 40 are preferably rotating actuators, as these actuators 40 would have a smaller size, and less mass compared to a linear actuator, especially, as the system would require multiple linear actuators to have the same range of motion compared to a rotatory actuator. In the preferred embodiment, each member would have multiple actuators 40 to allow a wider range of motion and to allow the feature to have a wider range of shapes. For example, the member may have two actuators 40, one controlling the fore end of the member 30 and one controlling the aft end of the member 30. In another embodiment the, two actuators would be positioned so one actuator is on the top side of the support structure 20 and one on the bottom surface of the support structure 20 so the top and bottom sides of the feature can be morphed separately, this would allow the profile to be changed to better control the amount of lift produced by the feature. In a preferred embodiment, each member would comprise four actuators 40, two on the top side of the support structure 20 and two attached to the bottom side of the structure 20, wherein each of these pairs is arranged to have one actuator controlling the fore end of the member 30 and one controlling the aft end of the member 30. In a more preferable embodiment, these four actuators 40 would be replaced with a pair of actuators 40, with one actuator on each side of the actuating member 30 as depicted in Figure 2, with a pair at the fore and aft end of the support structure 20, on both the top and bottom surface of the support structure 20, to provide a wide range of motion from the rotational actuators. In addition to the extra actuators 40 allowing the morphing system to produce different shapes for the feature profile, the additional actuators 40 would allow the morphing to occur more rapidly thereby reducing the amount of energy loss when drag does occur before the system can morph the shape of the skin 50 to prevent the drag. It is noted that these actuators 40 would each be controlled by a respective motor, wherein the motor is coupled directly or indirectly to the respective actuator 40. It is noted that these motors are preferably electric motors as such motors are smaller compared to different alternatives and therefore would reduce the overall mass of the system, especially as these smaller motors can be powered by the engine of the aircraft, without the need for additional systems such as a hydraulic or pneumatic system. Figure 3 depicts a cross-sectional view of the wing structure in Figure 2. Figure 3 depicts how the rotatory actuators 40 are positioned around the support structure, which comprises a central beam 20, with actuators 40 at the fore and aft ends on both the top and bottom sides of the beam 20. This arrangement allows each pair of actuators to control a different quarter of the actuated member 30, which in this case is a power ring that outlines the profile of the maneuvering feature, in this case, the profile of the wing 10. As noted, this arrangement allows the system to produce more shapes for the profile by actuating only portions of the power ring. Further, it is noted that the ends of the power ring furthest from the support beam 20 are at risk of deforming under their weight and so a plurality of stringers 14 are used to provide additional support, though it is noted that such stringers 14 can be deformed to allow the power ring to change shape. Specifically, the stringers 14 can be pulled towards or away from the support beam 20 when the power ring is actuated. This allows the actuated member 30 to move and change shape while still being supported. It is noted that the above-mentioned morphing system would be surrounded by a layer of skin 50, wherein said skin 50 would provide a smooth unbroken outer surface for the airflow to pass over when the aircraft is in motion. It is noted that this skin would need to be flexible to allow the surface of the skin to be morphed by the movements of the members 30 underneath the skin 50. Said skin would also need to be relatively tough as to withstand impacts like those caused by turbulence or ice crystals that form within clouds. To this end, it is preferable for the skin 50 to be formed from layers of sheet metal, preferably lightweight metals such as aluminum as such metals not only reduce the mass of the aircraft but also tend to be more flexible, or a suitably flexible alloy. A more preferable material would be to make the skin 50 from a layer of polymer, as the properties of the polymer can be more easily controlled to produce a material with the best compromise of toughness and flexibility. This skin 50 would be shaped and placed over the actuated members 30 of the morphing system described above so that the skin 50 encloses the morphing system and is in contact with each of the actuated members 30. When in use the morphing system would be able to actuate the morphing members 30 via the rotatory actuators 40, as the members change shape, they would cause the skin 50 around the member to change shape without breaking the smooth surface created by the skin 50. This would allow the airflow over the morphing feature to be controlled without forming drag as would be seen when using the flaps 11 and ailerons 12 from Figure 1. Figure 4 depicts an example structure for the skin 50 in the preferred embodiment of the invention. Wherein the skin 50 comprises a solid layer 52 made from a metal, alloy, or polymer as described above, the skin 50 then further comprises a flexible layer 54 attached to the inside of the skin. This layer would comprise a flexible net structure, such as graphene, which may be deformed to form a frame onto which the solid layer 52 can be deposited to have a predetermined initial shape for the morphing feature. However, in use, this net layer 54 would allow the skin 50 more flexibility without the skin tearing or undergoing non-elastic deformation. Further, another flexible layer 54 may be mounted to the outside of the skin 50 to again increase the flexibility of the skin layer. It is noted that the outer layer is preferably made of graphene as the properties of graphene would allow the outer layer to act as a deicing layer. Figures 5 to 8 depict examples of how the claimed morphing system can be used to morph the shape of an aircraft to provide additional steering, and maneuvering or to change the amount of drag on the aircraft to change the aircraft’s acceleration. Figures 5 and 6 depict different ways the shape of a wing can be morphed using the system depicted in Figure 2. Specifically, Figure 5 shows how the profile of the wing 10 may be changed relative to the rest of the aircraft. The left side image shows the wing 10 with its normal or default profile. The middle image shows the wing profile wherein the angle of the wing 10 relative to the fuselage 60 has been altered, effectively twisting the entire wing 10 by a fixed angle. This would be achieved by rotating all of the actuated members 30 at a fixed angle. This effect may be used during maneuvers where the aircraft is changing elevation, such as takeoff, to ensure the front face of the wing profile is facing into the airflow hitting the aircraft, this ensures a consistent angle of attack even as the aircraft is changing altitude. The right image depicts the wing 10 morphing in a way that changes only part of the wing profile, in this case, the rear of the wing has been morphed downwards to form a flap, or aileron, without breaking the surface of the skin 50. This effect would be achieved by actuating only a part of the power ring member 30, in this case, the actuators 40 on the aft side of the support beam 20 may be used to morph the rear side of the wing as shown. As with the flap or aileron, this type of morphing may be used to adjust the amount of drag or lift acting on the aircraft to allow the aircraft to steer, or to change the aircraft’s velocity. Further, the system may be configured to change other sections of the profile in isolation, such as changing the fore end of the wing, or the shape of the top or bottom surface of the wing. These different changes would allow the profile of the wing 10, or other features such as the elevator and rudder of the tail to have a range of shapes, each able to change the direction of the airflow over the aircraft to adjust the aircraft’s velocity, steering and / or lift during a maneuver. Figure 6 depicts a different type of morphing wherein the angle of attack, which refers to the angle the wing profile is facing, can be adjusted to change over the length of the wing 10. More specifically, the surface of the wing can be morphed to have different angles of attack at different points along the length of the support beam 20. This effect can be achieved by having one or more of the actuated members 30 moves relative to the other members. In the depicted example the left and right members have been actuated to be pointed at an angle relative to the central member. In other cases, the member 30 may be actuated vertically as shown in the examples in Figure 5, relative to the adjacent members. This type of morphing may be used when there is an uneven airflow over the skin 50, for example when there is a side wind or other wind that is not parallel to the aircraft’s direction of travel, or when there is a disruption to the airflow due to turbulence. These different angles of attack allow the skin to redirect sections of the airflow to counteract their effect on the aircraft. This reduces the deceleration caused by such effects. It should also be noted that the system actuator 40 may be configured to allow the members 30 to be actuated in both the vertical and horizontal direction, thereby combining the movements shown in Figures 5 and 6 allowing the skin 50 to produce a wider range of shapes to address different air pressures, or velocities over the wing, especially turbulence. In some cases, there may be specific actuators 40 for vertical motion and separate actuators 40 for horizontal motion, allowing the system to move in these directions independently. And in some cases, a member may be limited to only vertical or horizontal motion, depending on the user’s requirements. As previously noted, though the examples depicted in Figures 5 and 6 show the wing 10 of an aircraft the same mechanism can be used within the aircraft’s tail, specifically with the tail elevator and rudder. In some cases, the aircraft fuselage may also include maneuvering flops, such as L-shaped flaps attached to the corners of the fuselage. These flaps would be configured to control the airflow at the edge of the fuselage to provide additional lift or drag to assist in maneuvers or to make small course corrections, such as raising or lowering the nose of the fuselage. These flaps may comprise a smaller version of the mechanism depicted in Figure 2, with the morphing system still working in the same manner described above. Figure 7 depicts an example of how the morphing system may be used to actuate the tail of the aircraft. This depicted example is specific to the preferred embodiment for the aircraft utilizing this system. In this case, the tail of the aircraft comprises a pair of side members 70 which extend aftward from the fuselage 60, with the aft end of the side members 70 being coupled together via a tail member 72. It is noted that the tail member 72 would have a profile similar to that of the wing and may utilize the mechanism depicted in Figure 2 to allow the tail member profile to morph such that the tail member 72 can act as both a rudder and an elevator for the aircraft. Further, in the depicted example the side panels 72, may also include a morphing system configured to morph the side panels laterally relative to the fuselage 60. To achieve this effect, the support structure within the panel may comprise a plurality of beams or a single flexible plate which would make up the panel, then the actuating members may comprise a plurality of linear members that can push the panel towards or away from the fuselage 60. By having the panels on each side of the fuselage deform in the same direction the user may twist, or bend the tail relative to the fuselage. This may be used to change the tail’s angle of attack to increase the amount of lift produced by the tail, or to provide additional force when steering the aircraft. Figure 8 depicts an example of how the claimed morphing system may be used to morph the fuselage 60 of an aircraft. More specifically, the system may morph the shape of the fuselage 60 to increase or decrease the angle of the fuselage. It is noted that this may be used to change a section of the fuselage or the entire fuselage 60 similar to how the system could morph part of the wing or the entire wing 10. To achieve this the system would comprise a flexible shell or plurality of beams, in place of the central beam, wherein the actuated members 30 would be configured to move in a direction perpendicular to the surface of the fuselage to allow the skin of the fuselage to expand away from the support structure, thereby increasing the slope of the fuselage 60. Alternatively, the members may move to contract the skin towards the support structure to decrease the angle or slope of the fuselage 60. This effect can be used to increase or decrease the amount of drag produced by the fuselage 60 to alter the aircraft’s velocity or acceleration. The fuselage may also be morphed to adjust the amount of lift produced by the undercarriage of the aircraft, to adjust the aircraft’s elevation. Though it is not depicted it is appreciated that the morphing system would further comprise a control system configured to control the various actuators, via the motors coupled to each of the actuators. Said control system may also include sensors for monitoring the morphing system. More specifically, the system may comprise a plurality of sensors positioned to monitor the airflow over the surface of the maneuvering features, such as the wings 10, fuselage 60, and tail. For example, the sensor may be configured to measure the air pressure traveling over the different sides of the maneuvering feature. The data from the sensor can be fed into a control system that can determine the amount of lift and / or drag produced by the maneuvering feature and can therefore adjust the features profile to minimize the amount of drag, or to alter the amount of lift produced. These sensors may also be configured to detect sudden acceleration or air pressure changes caused by turbulence to allow the system to morph the features profile or angle of attack to minimize the effect of said turbulence. In some cases, the controller may also be configured to determine the aircraft’s current position in a flight plan, such as determine when the aircraft is taking off, landing, or in a steady flight. In these cases, the system would be configured to automatically adjust the profile of the maneuvering feature into the optimal shape for that section of the flight path. This determination of the position in the flight path may be based on changes in the aircraft’s acceleration and / or altitude or may be manually imputed by the aircraft’s pilot. By using the morphing system as described above within an aircraft, the efficiency of the aircraft can be improved as there would be no brakes within the surface of the moving parts of the aircraft that may cause drag. Further, the aircraft would be able to adjust the angle of features such as the wings 10 or tail to ensued a consistent angle of attack towards the incoming airflow, thereby reducing the amount of acceleration and lift lost when the aircraft travels at an angle, is hit by side winds or experiences turbulence. These features thereby improve the fuel efficiency of the aircraft as the aircraft would need to produce less acceleration during maneuvers.

Claims

1) A morphing system suitable for use in an aircraft, the system comprising:a support structure 20;a plurality of actuated members 30 positioned at intervals along the support structure’s surface, so that there is a predetermined spacing between the members 30, wherein the members are configured to move relative to the support structure 20;a plurality of actuators 40 comprising a first end that is coupled to the support structure 20, and a second end coupled to an actuating member, wherein the actuating member is coupled to a respective actuated member 30 and is configured to actuate the actuated member 30;A plurality of motors coupled to the plurality of actuators 40, wherein the actuators comprise rotatory actuators; and the motors are configured to actuate the actuating member of the actuators 40;A flexible skin 50 that encloses each of actuated members 30 and the support structure 20;Wherein the edge of the actuated members 30 is in the shape of the profile of the skin 50, at the points where the actuated members 30 contact the skin 50; andWherein the actuated members 30 are configured to change the shape and / or orientation relative to the support structure 20 when actuated by the actuators 40, this in turn will change the shape of the profile created by the points wherein the actuated member 30 contact the skin 50.2) The morphing system of claim 1, wherein the support structure 20 comprises one of a support beam, a plurality of beams, a flexible panel, or a support shell.3) The morphing system of claim 2 wherein the support structure 20 comprises a support beam and further comprises a plurality of stringers 14.4) The morphing system of any preceding claim, wherein the actuating members 30 comprise a power ring.5) The morphing system of any preceding claim, wherein the skin 50 comprises one of a sheet metal, a sheet alloy, or a polymer layer 52.6) The morphing system of claim 5, wherein the skin 50 further comprises a flexible layer 54 coupled to the surface on one or both sides of the skin.7) The morphing system of claim 6, wherein the flexible layer 54 comprises graphene.8) The morphing system of any preceding claim, wherein the outer surface of the skin comprises a de-icing layer.9) The morphing system of any preceding claim wherein the plurality of motors are coupled directly to a respective actuator 40.10) The morphing system of any preceding claim, further comprising a control system configured to actuate the plurality of actuators 40 via the plurality of motors.11) The morphing system of claim 10 wherein the control system further comprises at least one sensor configured to monitor the morphing system, and wherein the control system is configured to actuate the actuating members 30 in response to data from the sensor.12) The morphing system of claim 11, wherein the at least one sensor comprise one of air pressure sensors or accelerometers.13) The morphing system of claim 11, wherein the one or more sensors comprise sensors configured to monitor the airflow over the skin 50.14) An aircraft comprising the morphing system of claims 1 to 13, wherein the aircraft comprises at least one maneuvering feature that comprise a morphing system, and wherein the control system of the aircraft is configured to control the morphing system.15) The aircraft of claim 14, wherein the at least one maneuvering feature comprise at least one of the aircraft wingslO, aircraft tail, or the aircraft fuselage 60.16) The aircraft of claim 15, wherein the aircraft tail comprises at least one elevator and at least one rudder comprising the morphing system of claims 1 to 13.17) The aircraft of claim 15, wherein the aircraft tail comprises a pair of side panels 70 coupled by a tail member 72, with at least one of the side members 70 or the tail member 72 comprising the morphing system of claims 1 to 13.18) The aircraft of claim 15, wherein the morphing feature comprises the aircraft wing, and the support structure 20 of the morphing system comprises the main strut of the wing.19) The aircraft of claims 14 to 18, wherein the fuselage 60 of the aircraft further comprises at least one flap comprising the morphing system from claims 1 to 13.

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