Deployable wing system for aircraft

Abstract

A wing system for an aircraft is provided, the aircraft having a fuselage including a fuselage longitudinal axis. The wing system includes a set of wings arranged to transition between a stowed configuration and a deployed configuration. The set of wings includes a first wing having a first wing tip, a first wing longitudinal axis, and a first pivot axis, and a second wing having a second wing tip, a second wing longitudinal axis, and a second pivot axis. The first pivot axis and the second pivot axis are non-coaxial. In the stowed configuration, the first and second wings are in an overlapping relationship such that at least a majority of the pressure side of one wing faces the suction side of the other wing, and the first wing tip is separated from the second wing tip by a first lateral space. In the deployed configuration, the first wing is oriented relative to the second wing such that the first wing tip is separated from the second wing tip by a second lateral space greater than the first lateral space. The transition includes a pivoting operation including: pivoting the first wing about the first pivot axis between the stowed configuration and the deployed configuration; and pivoting the second wing about the second pivot axis between the stowed configuration and the deployed configuration.

Description

[Technical Field]

[0001] The present invention relates to wing systems for aircraft, and more particularly to wing systems having deployable wings that provide aerodynamic flight capabilities to aircraft.

[0002] Some types of aircraft, for example, some types of unmanned aerial vehicles (UAVs), are configured as subsonic aircraft, sometimes launched with lift-producing wings folded close to the fuselage, which are then deployed to enable aerodynamic flight.

[0003] Some examples of existing aircraft with deployable tails include the Lockheed Martin Outrider, Area-I ALTIUS family, Green Dragon (IAI), UViS1on Hero 120, SkyStriker, VXAerospace Dash X, AeroVironment Switchblade, and MBDA Viper Strike.

[0004] As a non-limiting example, US2012 / 138727 discloses a sonar buoy including a fuselage having a cylindrical shape, one or more wings coupled to the fuselage, an engine coupled to the fuselage and operable to propel the sonar buoy through flight, and a guidance computer operable to direct the sonar buoy to a predetermined location. The sonar buoy further includes a sonar detachably coupled to the fuselage and forming at least a portion of the fuselage, and a rocket motor detachably coupled to the fuselage. The one or more wings are operable to fold into a position that allows the sonar buoy to be placed in a launch tube connected to the aircraft, and are operable to automatically deploy to an appropriate position for flight after the sonar buoy is launched from the launch tube. The rocket motor propels the sonar buoy from the launch tube and detaches from the fuselage after launch.

[0005] As a non-limiting example, US 2012 / 280080 discloses a folding wing for an aircraft comprising first and second inner fuselage wing sections and first and second outer fuselage wing sections. The first and second inner fuselage wing sections rotate about a centerline hinge, and a centerline spring applies a force to the first and second inner fuselage wing sections to rotate the first and second inner fuselage wing sections from a stowed position to a deployed position. At least one of the first and second inner fuselage wing sections translates along the axis of rotation of the first and second inner fuselage wing sections when moving from the stowed position to the deployed position. The first and second outer fuselage wing sections rotate about the first and second outer fuselage hinges between the stowed position and the deployed position.

[0006] Further, by way of non-limiting example, US 2017 / 369150 discloses a wing for an unmanned aerial vehicle including a first body of the wing having a first end proximate to a body of the aircraft. A second end is opposite the first end. A first coupling portion is at the first end of the first body of the wing. The coupling portion rotatably couples the wing to the aircraft. A second coupling portion is at the second end of the aircraft. The second body of the wing is rotatably coupled to the first body via the second coupling portion.

[0007] Further, by way of non-limiting example, US2016 / 355250 discloses a deployment or hinge mechanism, more specifically a wing deployment mechanism for a small unmanned aerial vehicle (UAV), including a hinge mechanism that is stored in a stacked arrangement and deploys in a level arrangement.

[0008] Further, by way of non-limiting example, WO2020 / 022972 relates to a wing folding mechanism for a pair of wings comprising lower and cooperating upper wings that extend opposite each other in a deployed position and move toward each other when rotated from their respective distal ends to a rest position.

[0009] Further, by way of non-limiting example, CN108177783A discloses a training unmanned aerial vehicle comprising a head, a body, a wing mechanism, a tail mechanism, a power plant, and a parachute.

[0010] Further, as a non-limiting example, CN107745800A discloses an unmanned aerial vehicle for architectural urban gardening, which includes a fuselage and two wing devices respectively disposed on both sides of the tire fuselage.

[0011] Further, by way of non-limiting example, CN107380402 relates to an unmanned aerial vehicle with folding wings, the unmanned aerial vehicle with folding wings comprising a fuselage, wings, a horizontal stabilizer, a vertical stabilizer, a folding wing release mechanism, and a fixing base, the wings, the horizontal stabilizer, and the vertical stabilizer are formed with positioning holes, and the fixing base is provided with positioning clamp struts that are aligned with the positioning holes.

[0012] Further, as a non-limiting example, CN107284651 relates to a folding wing, which is mainly formed of parts such as a wing support framework, slide rails, cover skin support ribs, cover skins, and wing movement devices.

[0013] Further, by way of non-limiting example, CN106741847A discloses a launchable unmanned aerial vehicle (UAV), its system, and its implementation method. Summary of the Invention

[0014] According to a first aspect of the presently disclosed subject matter, there is provided a wing system for an aircraft having a fuselage including a fuselage longitudinal axis, the wing system comprising a set of wings arranged to transition between a stowed configuration and a deployed configuration, the set of wings comprising: a first wing having a first wing tip, a first wing longitudinal axis, and a first pivot axis; and a second wing having a second wing tip, a second wing longitudinal axis, and a second pivot axis; Includes; wherein the first pivot axis and the second pivot axis are non-coaxial; In the stowed configuration, the first wing and the second wing are in an overlapping relationship whereby at least a majority of a pressure side of one of the first wing and the second wing faces a suction side of the other of the first wing and the second wing, and the first wing tip is separated from the second wing tip by a first lateral space; In the deployed configuration, the first wing is oriented relative to the second wing such that the first wing tip is separated from the second wing tip by a second lateral space greater than the first lateral space; and The transition is pivoting the first wing about the first pivot axis between the stowed configuration and the deployed configuration; and pivoting the second wing about the second pivot axis between the stowed configuration and the deployed configuration; This includes a turning motion.

[0015] For example, the wing system is arranged to provide a leveling action configured to level the first wing and the second wing relative to one another from an overlapping relationship in the stowed configuration to a horizontal relationship in the deployed configuration, for example, the wing system is arranged to provide a leveling action concurrently with a transition between the stowed configuration and the deployed configuration.

[0016] Additionally or alternatively, for example, the wing system may be arranged to synchronize the leveling movement with the turning movement.

[0017] Additionally or alternatively, for example, the wing system is arranged to provide a translational motion arranged to selectively translate the first wing and the second wing along a stroke direction through a stroke length between a first axis position corresponding to the stowed configuration and a second axis position corresponding to the deployed configuration, for example, the wing system is arranged to provide a translational motion concurrently with transitioning between the stowed configuration and the deployed configuration.

[0018] Additionally or alternatively, for example, the wing system may be arranged to synchronize the translational motion with the pivotal motion.

[0019] Additionally or alternatively, for example, in the stowed configuration, the first wing and the second wing are arranged in the overlapping relationship such that the first wing longitudinal axis and the second wing longitudinal axis, respectively, are oriented relative to the fuselage portion so that they are nominally parallel to the fuselage longitudinal axis.

[0020] Additionally or alternatively, for example, in the deployed configuration, the first wing is oriented relative to the fuselage cross-section such that the first wing longitudinal axis is non-parallel to the fuselage longitudinal axis.

[0021] Additionally or alternatively, for example, the first pivot axis is parallel to the second pivot axis.

[0022] Additionally or alternatively, for example, the first pivot axis may be spaced laterally apart from the second pivot axis.

[0023] Additionally or alternatively, for example, the wing system includes a deployment mechanism arranged to selectively transition the first wing and the second wing between the stowed configuration and the deployed configuration. For example, the deployment mechanism includes an actuator arranged to selectively drive operation of the deployment mechanism. Additionally or alternatively, for example, the deployment mechanism is arranged to self-lock. Additionally or alternatively, for example, the first wing includes a first pivot shaft coaxial with the first pivot axis, and the second wing includes a second pivot shaft coaxial with the second pivot axis. For example, the deployment mechanism includes a load-bearing bulkhead. The first wing is pivotably attached to the load-bearing bulkhead via the first pivot shaft, and the second wing is pivotably attached to the load-bearing bulkhead via the second pivot shaft. Additionally or alternatively, for example, the deployment mechanism may be configured to provide a pivotally synchronized operation, including synchronizing the pivoting of the first wing about the first pivot axis in a first rotational direction with the pivoting of the second wing about the second pivot axis in a second rotational direction opposite to the first rotational direction. For example, the deployment mechanism may include a meshed gear arrangement for providing the synchronized operation. For example, the meshed gear arrangement may include a first gear fixedly mounted to the first pivot shaft and coaxial with the first pivot axis, and a second gear fixedly mounted to the second pivot shaft and coaxial with the second pivot axis, wherein the first gear meshes with the second gear. For example, the actuator may include a motor operably coupled to the meshed gear arrangement and configured to selectively provide torque to at least one of the first gear and the second gear to drive the meshed gear arrangement, thereby providing the synchronized operation. For example, the actuator may include a motor gear meshed with at least one of the first gear and the second gear to drive the meshing gear arrangement to provide the synchronous movement.

[0024] Additionally or alternatively, for example, the deployment mechanism may include a leveling device for providing and synchronizing the leveling and pivoting movements. For example, the deployment mechanism may include one of the following: at least one of the first wing and the second wing is movably mounted to the first axis or the second axis with one degree of freedom in translation parallel to the first pivot axis or the second pivot axis, respectively; the first wing is fixedly mounted to the first axis and the second wing is movably mounted to the second axis with one degree of freedom in translation parallel to the second pivot axis; the first wing is fixedly mounted to the first axis and the second wing is movably mounted to the second axis with one degree of freedom in translation parallel to the second pivot axis, and the second shaft is in the form of a male spline shaft, and the second wing is movably mounted to the second shaft via a female spline connection complementary to the male spline shaft.

[0025] Additionally or alternatively, for example, the leveling device may include a cam device operably coupled to the second wing.

[0026] For example, the cam device may include a cam follower and a cam rail. For example, the cam rail may include at least one helical cam rail fixedly attached to the load-bearing bracket and having a helical axis coaxial with the second pivot axis. The cam follower may be fixedly attached to the second wing such that movement of the cam follower along the cam rail translates the second wing along the degree of freedom relative to the second pivot shaft during the leveling operation.

[0027] Additionally or alternatively, for example, the deployment mechanism may include a translation device arranged to synchronize the translational movement with the pivotal movement. For example, the translation device may include a rail system arranged to be fixedly attached to the aircraft, with the bracket movably attached to the rail system, allowing the bracket to be translated along the stroke direction and through the stroke length. For example, the translation device may include a rack and pinion device comprising a pinion gear rotatably attached to the bracket and a rack gear attached in a fixed spatial relationship to the rail system. Here, the pinion gear is coupled to the meshing gear device, such that operation of the meshing gear system causes rotation of the pinion gear, which in turn rotates relative to the rack gear, causing translation of the load-bearing bracket along the stroke direction. For example, the translation device may include at least two pinion gears of different diameters, each pinion gear alternately rotatably attached to the bracket, to provide the correspondingly different stroke lengths.

[0028] Additionally or alternatively, for example, the first wing may include a first root and the first pivot shaft may be located at or near the first root, and the second wing may include a second root and the second pivot shaft may be located at or near the second root.

[0029] According to a first aspect of the presently disclosed subject matter, there is also provided an aircraft comprising a wing system according to the first aspect of the presently disclosed subject matter.

[0030] For example, the aircraft may include a fuselage and at least one wing system may be attached to an underside of the fuselage, or the aircraft may include a fuselage and at least one wing system may be attached to an upper side of the fuselage.

[0031] Additionally or alternatively, for example, the aircraft is a UAV.

[0032] According to a second aspect of the presently disclosed subject matter, there is provided a deployment mechanism for a wing system for an aircraft, the wing system comprising a set of wings including a first wing and a second wing, the deployment mechanism being arranged to enable transition of the wing system between a stowed configuration and a deployed configuration, and a first shaft arranged to mount a first wing and having a first pivot axis, and a second shaft arranged to mount a second wing and having a second pivot axis, the first and second pivot axes being non-coaxial, and in the stowed configuration, the first and second shafts are arranged to mount the first and second wings, respectively, in an overlapping arrangement; the deployment mechanism includes a pivoting device arranged to provide and synchronize a pivoting motion including pivoting the first shaft in the first rotational direction about the first pivot axis and pivoting the second shaft in a second rotational direction opposite the first rotational direction about the second pivot axis; The deployment mechanism includes a leveling device for providing and synchronizing a leveling movement and the pivoting movement, and the leveling device is arranged to transition the first wing and the second wing relative to each other from a non-horizontal relationship in the stowed configuration to a horizontal relationship in the deployed configuration during operation of the deployment device.

[0033] For example, the deployment mechanism may be arranged to synchronize the leveling movement with the pivoting movement.

[0034] Additionally or alternatively, for example, the wing system may be further arranged to provide a translational movement arranged to selectively translate the first wing and the second wing along a stroke direction through a stroke length between a first axis position corresponding to the stowed configuration and a second axis position corresponding to the deployed configuration.

[0035] Additionally or alternatively, for example, the deployment mechanism includes a translation device arranged to synchronize a translational movement with the pivotal movement, wherein the translational movement is arranged to selectively translate the first wing and the second wing along a stroke direction and through a stroke length between a first axis position corresponding to the stowed configuration and a second axis position corresponding to the deployed configuration during operation of the deployment system.

[0036] Additionally or alternatively, for example, the deployment mechanism may be arranged to synchronize the translational movement with the pivotal movement.

[0037] Additionally or alternatively, for example, the translation device may include a rail system arranged to be fixedly mounted to the aircraft, wherein the bracket is movably mounted to the rail system, allowing the bracket to be translated along the stroke direction and through the stroke length.

[0038] Additionally or alternatively, for example, the first pivot axis is parallel to the second pivot axis, where the first pivot axis is spaced apart laterally from the second pivot axis.

[0039] Additionally or alternatively, for example, the deployment mechanism includes an actuator arranged to selectively actuate operation of the deployment mechanism, where, optionally, the deployment mechanism is arranged for self-locking.

[0040] Additionally or alternatively, for example, the first wing comprises a first pivot shaft coaxial with the first pivot axis, and the second wing comprises a second pivot shaft coaxial with the second pivot axis.

[0041] Additionally or alternatively, for example, the deployment mechanism may include a load-bearing bulkhead, wherein the first wing is pivotally attached to the load-bearing bulkhead via the first pivot shaft, and the second wing is pivotally attached to the load-bearing bulkhead via the second pivot shaft.

[0042] Additionally or alternatively, for example, the deployment mechanism is arranged to provide a synchronous pivoting operation that includes synchronizing the pivoting of the first wing in a first rotational direction about the first pivot axis with the pivoting of the second wing in a second rotational direction opposite to the first rotational direction about the second pivot axis.

[0043] Additionally or alternatively, for example, the deployment mechanism may include a meshing gear arrangement for providing the synchronized movement.

[0044] Additionally or alternatively, for example, the meshing gear arrangement may comprise a first gear fixedly mounted to the first pivot shaft and coaxial with the first pivot shaft, and a second gear fixedly mounted to the second pivot shaft and coaxial with the second pivot shaft, wherein the first gear meshes with the second gear.

[0045] Additionally or alternatively, for example, the actuator may include a motor operably coupled to the meshing gear arrangement and arranged to selectively provide torque to at least one of the first gear and the second gear to drive the meshing gear arrangement, thereby providing the synchronous movement.

[0046] Additionally or alternatively, for example, the actuator may include a motor gear meshed with at least one of the first gear and the second gear to drive the meshed gear arrangement to provide the synchronous movement.

[0047] Additionally or alternatively, for example, at least one of the first wing and the second wing is movably mounted on the respective first or second axis with one degree of freedom in translation parallel to the respective first or second pivot axis.

[0048] Additionally or alternatively, for example, the first wing may be fixedly mounted to the first axis and the second wing may be movably mounted to the second axis with one degree of freedom in translation parallel to the second pivot axis.

[0049] Additionally or alternatively, for example, the second shaft may be in the form of a male splined shaft, wherein the second wing is movably mounted to the second shaft via a female splined connection that is complementary to the male splined shaft.

[0050] Additionally or alternatively, for example, the leveling device may include a cam device operably coupled to the second wing.

[0051] Additionally or alternatively, for example, the cam arrangement comprises a cam follower and a cam rail.

[0052] Additionally or alternatively, for example, the cam rail may be a helical cam rail fixedly attached to the load-bearing bracket and having a helical axis coaxial with the second pivot axis, and wherein the cam follower is fixedly attached to the second wing, such that movement of the cam follower along the helical cam rail translates the second wing along the degree of freedom relative to the second pivot shaft in the leveling operation.

[0053] Additionally or alternatively, for example, the translation device may include a rail system arranged to be fixedly mounted to the aircraft, wherein the bracket is movably mounted to the rail system, allowing the bracket to be translated along the stroke direction and through the stroke length.

[0054] Additionally or alternatively, for example, the translation device may include a rack and pinion device with a pinion gear rotatably mounted to the bracket and a rack gear mounted in fixed spatial relationship to the rail system, wherein the pinion gear is coupled to the meshing gear system such that actuation of the meshing gear system causes rotation of the pinion gear, which in turn rotates relative to the rack gear, causing translation of the load-bearing bracket along the stroke direction.

[0055] Additionally or alternatively, for example, the translation device may include at least two pinion gears of different diameters, each pinion gear being alternately rotatably mounted on the bracket to provide correspondingly different stroke lengths.

[0056] According to a second aspect of the presently disclosed subject matter, there is also provided a wing system comprising a deployment mechanism according to the second aspect of the presently disclosed subject matter.

[0057] According to a second aspect of the subject matter of the present disclosure, there is also provided an aircraft comprising a wing system according to the second aspect of the subject matter of the present disclosure.

[0058] For example, the aircraft may include a fuselage and at least one wing system may be attached to an underside of the fuselage, or the aircraft may include a fuselage and at least one wing system may be attached to an upper side of the fuselage.

[0059] Additionally or alternatively, for example, the aircraft is a UAV.

[0060] According to a third aspect of the presently disclosed subject matter, there is provided a deployment mechanism for a wing system for an aircraft, the wing system comprising a set of wings including a first wing and a second wing, the deployment mechanism being arranged to enable transition of the wing system between a stowed configuration and a deployed configuration, the deployment mechanism including a first shaft arranged to mount the first wing and having a first pivot axis, and a second shaft arranged to mount the second wing and having a second pivot axis, the first and second pivot axes being non-coaxial, and in the stowed configuration, the first and second shafts being arranged to mount the first and second wings in an overlapping arrangement, respectively; the deployment mechanism rotates the first shaft about the first pivot axis in the first rotational direction. the deployment mechanism includes a translation device arranged to synchronize a translation movement with the pivoting movement, the translation movement being arranged to, upon actuation of the deployment system, selectively translate the first wing and the second wing along a stroke direction and through a stroke length between a first axis position corresponding to the stowed configuration and a second axis position corresponding to the deployed configuration.

[0061] For example, the deployment mechanism may be arranged to synchronize the translational movement with the pivotal movement.

[0062] Additionally or alternatively, for example, the deployment mechanism may include a leveling device for providing and synchronizing a leveling operation and the pivoting operation, wherein the leveling device is arranged to transition the first wing and the second wing relative to one another from a non-horizontal relationship in the stowed configuration to a horizontal relationship in the deployed configuration during the leveling operation. For example, the deployment mechanism may be arranged to synchronize the leveling operation with the pivoting operation.

[0063] Additionally or alternatively, for example, the first pivot axis is parallel to the second pivot axis, wherein the first pivot axis is laterally spaced apart from the second pivot axis by a lateral spacing.

[0064] Additionally or alternatively, for example, the deployment mechanism includes an actuator arranged to selectively actuate operation of the deployment mechanism, where, optionally, the deployment mechanism is arranged for self-locking.

[0065] Additionally or alternatively, for example, the first wing comprises a first pivot shaft coaxial with the first pivot axis, and wherein the second wing comprises a second pivot shaft coaxial with the second pivot axis.

[0066] Additionally or alternatively, for example, the deployment mechanism may include a load-bearing bulkhead, wherein the first wing is pivotally attached to the load-bearing bulkhead via the first pivot shaft, and the second wing is pivotally attached to the load-bearing bulkhead via the second pivot shaft.

[0067] Additionally or alternatively, for example, the deployment mechanism is arranged to provide a synchronous pivoting operation that includes synchronizing the pivoting of the first wing in a first rotational direction about the first pivot axis with the pivoting of the second wing in a second rotational direction opposite to the first rotational direction about the second pivot axis.

[0068] Additionally or alternatively, for example, the deployment mechanism may include a meshing gear arrangement for providing the synchronized movement.

[0069] Additionally or alternatively, for example, the meshing gear arrangement may comprise a first gear fixedly mounted to the first pivot shaft and coaxial with the first pivot shaft, and a second gear fixedly mounted to the second pivot shaft and coaxial with the second pivot shaft, wherein the first gear meshes with the second gear.

[0070] Additionally or alternatively, for example, the actuator may include a motor operably coupled to the meshing gear arrangement and arranged to selectively provide torque to at least one of the first gear and the second gear to drive the meshing gear arrangement, thereby providing the synchronous movement.

[0071] Additionally or alternatively, for example, the actuator may include a motor gear meshed with at least one of the first gear and the second gear to drive the meshed gear arrangement to provide the synchronous movement.

[0072] Additionally or alternatively, for example, at least one of the first wing and the second wing is movably mounted on the respective first or second axis with one degree of freedom in translation parallel to the respective first or second pivot axis.

[0073] Additionally or alternatively, for example, the first wing may be fixedly mounted to the first axis and the second wing may be movably mounted to the second axis with one degree of freedom in translation parallel to the second pivot axis.

[0074] Additionally or alternatively, for example, the second shaft may be in the form of a male splined shaft, wherein the second wing is movably mounted to the second shaft via a female splined connection that is complementary to the male splined shaft.

[0075] Additionally or alternatively, for example, the leveling device may include a cam device operably coupled to the second wing.

[0076] Additionally or alternatively, for example, the cam arrangement comprises a cam follower and a cam rail.

[0077] Additionally or alternatively, for example, the cam rail may be a helical cam rail fixedly attached to the load-bearing bracket and having a helical axis coaxial with the second pivot axis, and wherein the cam follower is fixedly attached to the second wing, such that movement of the cam follower along the helical cam rail translates the second wing along the degree of freedom relative to the second pivot shaft in the leveling operation.

[0078] Additionally or alternatively, for example, the deployment mechanism includes a translation device arranged to synchronize the translational movement with the pivotal movement.

[0079] Additionally or alternatively, for example, the translation device may include a rail system arranged to be fixedly mounted to the aircraft, wherein the bracket is movably mounted to the rail system, allowing the bracket to be translated along the stroke direction and through the stroke length.

[0080] Additionally or alternatively, for example, the translation device may include a rack and pinion device with a pinion gear rotatably mounted to the bracket and a rack gear mounted in fixed spatial relationship to the rail system, wherein the pinion gear is coupled to the meshing gear system such that actuation of the meshing gear system causes rotation of the pinion gear, which in turn rotates relative to the rack gear, causing translation of the load-bearing bracket along the stroke direction.

[0081] Additionally or alternatively, for example, the translation device may include at least two pinion gears of different diameters, each pinion gear being alternately rotatably mounted on the bracket to provide correspondingly different stroke lengths.

[0082] According to a third aspect of the presently disclosed subject matter, there is also provided a wing system comprising a deployment mechanism according to the third aspect of the presently disclosed subject matter.

[0083] According to a third aspect of the presently disclosed subject matter, there is also provided an aircraft comprising a wing system according to the third aspect of the presently disclosed subject matter.

[0084] For example, the aircraft may include a fuselage and at least one wing system may be attached to an underside of the fuselage, or the aircraft may include a fuselage and at least one wing system may be attached to an upper side of the fuselage.

[0085] Additionally or alternatively, for example, the aircraft is a UAV.

[0086] According to a fourth aspect of the presently disclosed subject matter, there is provided a wing system for an aircraft, the aircraft having a fuselage including a fuselage cross-section and a fuselage longitudinal axis, the wing system including a pair of wings including a first wing having a first wing longitudinal axis and a second wing having a second wing longitudinal axis, the pair of wings being arranged to transition between a stowed configuration and a deployed configuration; wherein in the stowed configuration, the first wing and the second wing are substantially aligned with the fuselage longitudinal axis; and wherein in the deployed configuration, the first wing is oriented relative to the second wing such that the wing tips are spaced farther apart than in the stowed configuration; moreover, pivoting the first wing about a first pivot axis between the stowed configuration and the deployed configuration; pivoting the second wing about a second pivot axis between the stowed configuration and the deployed configuration; a deployment mechanism arranged to selectively provide a wing pivoting action, including wherein the first pivot axis and the second pivot axis are non-coaxial, and the deployment mechanism is further arranged to selectively provide a displacement motion simultaneously with the wing pivot motion, the displacement motion including translating the first wing and the second wing through a stroke length simultaneously with the pivot motion between a first axis position corresponding to the stowed configuration and a second axis position corresponding to the deployed configuration. Here, the deployment mechanism is arranged to allow the magnitude of the stroke length to be changed without affecting the wing pivoting motion.

[0087] For example, the deployment mechanism includes a translation device arranged to synchronize a translational movement with the pivotal movement, wherein the translational movement is arranged to selectively translate the first wing and the second wing along a stroke direction through a stroke length between a first axis position corresponding to the stowed configuration and a second axis position corresponding to the deployed configuration during operation of the deployment system.

[0088] Additionally or alternatively, for example, the deployment mechanism may be arranged to synchronize the translational movement with the pivotal movement.

[0089] Additionally or alternatively, for example, the translation device may include a rail system arranged to be fixedly mounted to the aircraft, wherein the bracket is movably mounted to the rail system to enable the bracket to be translated along the stroke direction and through the stroke length.

[0090] Additionally or alternatively, for example, the translation device may include a rack and pinion device with a pinion gear rotatably mounted to the bracket and a rack gear mounted in fixed spatial relationship to the rail system, wherein the pinion gear is coupled to the meshing gear system such that actuation of the meshing gear system causes rotation of the pinion gear, which in turn rotates relative to the rack gear, causing translation of the load-bearing bracket along the stroke direction.

[0091] Additionally or alternatively, for example, the translation device may include at least two pinion gears of different diameters, each pinion gear being alternately rotatably mounted on the bracket to provide correspondingly different stroke lengths.

[0092] Additionally or alternatively, for example, the first pivot axis is parallel to the second pivot axis, wherein the first pivot axis is laterally spaced apart from the second pivot axis by a lateral spacing.

[0093] Additionally or alternatively, for example, the deployment mechanism includes an actuator arranged to selectively actuate operation of the deployment mechanism, where, optionally, the deployment mechanism is arranged for self-locking.

[0094] Additionally or alternatively, for example, the first wing comprises a first pivot shaft coaxial with the first pivot axis, and the second wing comprises a second pivot shaft coaxial with the second pivot axis.

[0095] Additionally or alternatively, for example, the deployment mechanism may include a load-bearing bulkhead, wherein the first wing is pivotally attached to the load-bearing bulkhead via the first pivot shaft, and the second wing is pivotally attached to the load-bearing bulkhead via the second pivot shaft.

[0096] Additionally or alternatively, for example, the deployment mechanism is arranged to provide a synchronous pivoting operation that includes synchronizing the pivoting of the first wing in a first rotational direction about the first pivot axis with the pivoting of the second wing in a second rotational direction opposite to the first rotational direction about the second pivot axis.

[0097] Additionally or alternatively, for example, the deployment mechanism may include a meshing gear arrangement for providing the synchronized movement.

[0098] Additionally or alternatively, for example, the meshing gear arrangement may comprise a first gear fixedly mounted to the first pivot shaft and coaxial with the first pivot shaft, and a second gear fixedly mounted to the second pivot shaft and coaxial with the second pivot shaft, wherein the first gear meshes with the second gear.

[0099] Additionally or alternatively, for example, the actuator may include a motor operably coupled to the meshing gear arrangement and arranged to selectively provide torque to at least one of the first gear and the second gear to drive the meshing gear arrangement, thereby providing the synchronous movement.

[0100] Additionally or alternatively, for example, the actuator may include a motor gear meshed with at least one of the first gear and the second gear to drive the meshed gear arrangement to provide the synchronous movement.

[0101] Additionally or alternatively, for example, the deployment mechanism includes a leveling device for providing a leveling operation and synchronizing it with the pivoting operation, wherein, during the deployment operation, the leveling device is arranged to transition the first wing and the second wing from a non-horizontal relationship relative to each other in the stowed configuration to a horizontal relationship in the deployed configuration.

[0102] For example, the deployment mechanism may be arranged to synchronize the leveling movement with the pivoting movement.

[0103] Additionally or alternatively, for example, at least one of the first wing and the second wing is movably mounted on the respective first or second axis with one degree of freedom in translation parallel to the respective first or second pivot axis.

[0104] Additionally or alternatively, for example, the first wing may be fixedly mounted to the first axis and the second wing may be movably mounted to the second axis with one degree of freedom in translation parallel to the second pivot axis.

[0105] Additionally or alternatively, for example, the second shaft may be in the form of a male splined shaft, wherein the second wing is movably mounted to the second shaft via a female splined connection that is complementary to the male splined shaft.

[0106] Additionally or alternatively, for example, the leveling device may include a cam device operably coupled to the second wing.

[0107] Additionally or alternatively, for example, the cam arrangement comprises a cam follower and a cam rail.

[0108] Additionally or alternatively, for example, the cam rail may be a helical cam rail fixedly attached to the load-bearing bracket and having a helical axis coaxial with the second pivot axis, and wherein the cam follower is fixedly attached to the second wing, such that movement of the cam follower along the helical cam rail translates the second wing along the degree of freedom relative to the second pivot shaft in the leveling operation.

[0109] According to a fourth aspect of the subject matter of the present disclosure, there is also provided a deployment mechanism for a wing system for an aircraft. The wing system includes a set of wings including a first wing and a second wing. The deployment mechanism is configured to enable transition of the wing system between a stowed configuration and a deployed configuration, and the deployment mechanism is configured to selectively provide a wing pivoting motion including pivoting the first wing between the stowed configuration and the deployed configuration about a first pivot axis and pivoting the second wing between the stowed configuration and the deployed configuration about a second pivot axis, where the first pivot axis and the second pivot axis are non-coaxial, and the deployment mechanism is further configured to selectively provide a displacement motion simultaneously with the wing pivoting motion, the displacement motion including translating the first wing and the second wing through a stroke length simultaneously with the pivoting motion between a first axis position corresponding to the stowed configuration and a second axis position corresponding to the deployed configuration. The deployment mechanism is configured to enable variation of the magnitude of the stroke length without affecting the wing pivoting motion.

[0110] For example, the deployment mechanism includes a translation device arranged to synchronize a translational movement with the pivotal movement, wherein the translational movement is arranged to selectively translate the first wing and the second wing along a stroke direction through a stroke length between a first axis position corresponding to the stowed configuration and a second axis position corresponding to the deployed configuration during operation of the deployment system.

[0111] Additionally or alternatively, for example, the deployment mechanism may be arranged to synchronize the translational movement with the pivotal movement.

[0112] Additionally or alternatively, for example, the translation device may include a rail system arranged to be fixedly mounted to the aircraft, wherein the bracket is movably mounted to the rail system to enable the bracket to be translated along the stroke direction and through the stroke length.

[0113] Additionally or alternatively, for example, the translation device may include a rack and pinion device with a pinion gear rotatably mounted to the bracket and a rack gear mounted in fixed spatial relationship to the rail system, wherein the pinion gear is coupled to the meshing gear system such that actuation of the meshing gear system causes rotation of the pinion gear, which in turn rotates relative to the rack gear, causing translation of the load-bearing bracket along the stroke direction.

[0114] Additionally or alternatively, for example, the translation device may include at least two pinion gears of different diameters, each pinion gear being alternately rotatably mounted on the bracket to provide correspondingly different stroke lengths.

[0115] Additionally or alternatively, for example, the first pivot axis is parallel to the second pivot axis, wherein the first pivot axis is laterally spaced apart from the second pivot axis by a lateral spacing.

[0116] Additionally or alternatively, for example, the deployment mechanism includes an actuator arranged to selectively actuate operation of the deployment mechanism, where, optionally, the deployment mechanism is arranged for self-locking.

[0117] Additionally or alternatively, for example, the first wing comprises a first pivot shaft coaxial with the first pivot axis, and the second wing comprises a second pivot shaft coaxial with the second pivot axis.

[0118] Additionally or alternatively, for example, the deployment mechanism may include a load-bearing bulkhead, wherein the first wing is pivotally attached to the load-bearing bulkhead via the first pivot shaft, and the second wing is pivotally attached to the load-bearing bulkhead via the second pivot shaft.

[0119] Additionally or alternatively, for example, the deployment mechanism is arranged to provide a synchronous pivoting operation that includes synchronizing the pivoting of the first wing in a first rotational direction about the first pivot axis with the pivoting of the second wing in a second rotational direction opposite to the first rotational direction about the second pivot axis.

[0120] Additionally or alternatively, for example, the deployment mechanism may include a meshing gear arrangement for providing the synchronized movement.

[0121] Additionally or alternatively, for example, the meshing gear arrangement may comprise a first gear fixedly mounted to the first pivot shaft and coaxial with the first pivot shaft, and a second gear fixedly mounted to the second pivot shaft and coaxial with the second pivot shaft, wherein the first gear meshes with the second gear.

[0122] Additionally or alternatively, for example, the actuator may include a motor operably coupled to the meshing gear arrangement and arranged to selectively provide torque to at least one of the first gear and the second gear to drive the meshing gear arrangement, thereby providing the synchronous movement.

[0123] Additionally or alternatively, for example, the actuator may include a motor gear meshed with at least one of the first gear and the second gear to drive the meshed gear arrangement to provide the synchronous movement.

[0124] Additionally or alternatively, for example, the deployment mechanism includes a leveling device for providing a leveling operation and synchronizing it with the pivoting operation, wherein, during the deployment operation, the leveling device is arranged to transition the first wing and the second wing from a non-horizontal relationship relative to each other in the stowed configuration to a horizontal relationship in the deployed configuration.

[0125] For example, the deployment mechanism may be arranged to synchronize the leveling movement with the pivoting movement.

[0126] Additionally or alternatively, for example, at least one of the first wing and the second wing is movably mounted on the respective first or second axis with one degree of freedom in translation parallel to the respective first or second pivot axis.

[0127] Additionally or alternatively, for example, the first wing may be fixedly mounted to the first axis and the second wing may be movably mounted to the second axis with one degree of freedom in translation parallel to the second pivot axis.

[0128] Additionally or alternatively, for example, the second shaft may be in the form of a male splined shaft, wherein the second wing is movably mounted to the second shaft via a female splined connection that is complementary to the male splined shaft.

[0129] Additionally or alternatively, for example, the leveling device may include a cam device operably coupled to the second wing.

[0130] Additionally or alternatively, for example, the cam arrangement comprises a cam follower and a cam rail.

[0131] Additionally or alternatively, for example, the cam rail may be a helical cam rail fixedly attached to the load-bearing bracket and having a helical axis coaxial with the second pivot axis, and wherein the cam follower is fixedly attached to the second wing, such that movement of the cam follower along the helical cam rail translates the second wing along the degree of freedom relative to the second pivot shaft in the leveling operation.

[0132] According to a fourth aspect of the subject matter of the present disclosure, there is also provided a wing system comprising a deployment mechanism according to the fourth aspect of the subject matter of the present disclosure.

[0133] According to a fourth aspect of the subject matter of the present disclosure, there is also provided an aircraft comprising a wing system according to the fourth aspect of the subject matter of the present disclosure.

[0134] For example, the aircraft may include a fuselage and at least one wing system may be attached to an underside of the fuselage, or the aircraft may include a fuselage and at least one wing system may be attached to an upper side of the fuselage.

[0135] Additionally or alternatively, for example, the aircraft is a UAV.

[0136] According to a fourth aspect of the presently disclosed subject matter, there is also provided a method of operating an aircraft, the method comprising: providing an aircraft as defined in the fourth aspect of the presently disclosed subject matter; and providing the magnitude of the stroke length without affecting the wing turning motion.

[0137] According to a fifth aspect of the presently disclosed subject matter, there is also provided a method of operating an aircraft, the method comprising: providing an aircraft as defined herein with respect to any one of the first, second, third, or fourth aspects of the presently disclosed subject matter; and selectively operating each wing system to transition the wing system from the stowed configuration to the deployed configuration. Includes:

[0138] For example, the method further includes selectively operating each wing system to transition the wing system from the deployed configuration to the stowed configuration.

[0139] According to a sixth aspect of the subject matter of the present disclosure, there is also provided a method of operating an aircraft, the method comprising: (a) providing an aircraft as defined herein with respect to any one of the first, second, third, or fourth aspects of the subject matter of the present disclosure, in said stowed configuration and enclosed in a fairing; -(b) launching said enclosed aircraft; -(c) separating said aircraft from said fairing; -(d) selectively operating each wing system to transition the wing system from the stowed configuration to the deployed configuration.

[0140] For example, step (b) may include any of: launching the encapsulated aircraft through a launch barrel; launching the encapsulated aircraft using a booster rocket; or launching the encapsulated aircraft from an aircraft carrier.

[0141] Additionally or alternatively, for example, step (b) includes launching the enclosed air vehicle to a predetermined altitude and a predetermined forward speed.

[0142] As a feature of at least one example of the subject matter of this disclosure, a wing system for an aircraft is provided in which, in the stowed configuration, the first and second wings of each pair of wings are folded compactly against each other and to the side of the fuselage while enabling maximization of the wing span in the deployed configuration.

[0143] As another feature of at least one example of the subject matter of the present disclosure, a wing system for an aircraft is provided, wherein in the stowed configuration, the first and second wings of each set of wings are folded compactly against each other against the side of the fuselage while providing extended endurance and / or improved aerodynamic efficiency, and / or minimizing energy consumption for the aircraft in the deployed configuration.

[0144] As another feature of at least one example of the subject matter of this disclosure, a wing system for an aircraft is provided, wherein in the stowed configuration, a first wing and a second wing of each pair of wings fold compactly together against the side of the fuselage while enabling slow flight speeds for the aircraft in the deployed configuration.

[0145] As another feature of at least one example of the subject matter of this disclosure, a wing system for an aircraft is provided, wherein in the stowed configuration, a first wing and a second wing of each pair of wings fold compactly against each other and against the side of the fuselage while providing stability to the aircraft when deployed and in the deployed configuration.

[0146] As another feature of at least one example of the subject matter of this disclosure, a wing system for an aircraft is provided that, in the stowed configuration, can maximize the first and second wings of each pair of wings while still remaining within the "footprint" of the fuselage.

[0147] As another feature of at least one example of the subject matter of this disclosure, a wing system for an aircraft is provided in which the first and second wings of each pair of wings can have a long span while allowing the aircraft to be packed into a small packaging volume, for example, within an aerodynamic fairing.

[0148] As another feature of at least one example of the subject matter of this disclosure, a wing system for an aircraft is provided in the deployed configuration, where the wing length can be selected according to the particular aircraft while maintaining the ability to position the wings in a desired proximity to the center of gravity of the aircraft.

[0149] As another feature of at least one example of the presently disclosed subject matter, a wing system for an aircraft is provided in which each deployment mechanism can be adapted to provide different stroke lengths without essentially changing the magnitude of angular displacement of the wing about its respective pivot axis, while readily adapting the same deployment mechanism to fit different aircraft having different required stroke lengths. [Brief explanation of the drawings]

[0150] For a better understanding of the subject matter disclosed herein, and to illustrate how it may be carried out in practice, embodiments will now be described, by way of non-limiting example, with reference to the accompanying drawings, in which:

[0151] Figure 1(a) shows a side view of an aircraft equipped with a wing system according to a first example of the disclosed subject matter, where the wing system is in the stowed configuration. Figure 1(b) shows a side view of the example aircraft of Figure 1(a) in the deployed configuration.

[0152] Figure 2(a) shows a schematic top view of the example wing system of Figure 1(a) in the stowed configuration. Figure 2(b) shows a schematic top view of the example wing system of Figure 1(a) in an intermediate position between the stowed configuration and the deployed configuration. Figure 2(c) shows a schematic top view of the example wing system of Figure 1(a) in the deployed configuration. Figure 2(d) shows a schematic combined top view of the example wing systems of Figures 2(a), 2(b), and 2(c).

[0153] Figure 3(a) is a schematic diagram of a composite top view of the turning operation of the example aircraft of Figure 2(d), and Figure 3(b) is a schematic diagram of a composite top view of the translational operation of the example aircraft of Figure 2(d).

[0154] Figure 4(a) illustrates an isometric top front view of a deployment mechanism for a wing system according to a first example of the disclosed subject matter, where the wing system is in the stowed configuration. Figure 4(b) illustrates a top view of the example deployment mechanism of Figure 4(a) in the stowed configuration. Figure 4(c) illustrates an isometric top front view of the example deployment mechanism of Figure 4(a) in the deployed configuration. Figure 4(d) illustrates a top view of the example aircraft of Figure 4(c) in the deployed configuration.

[0155] FIG. 5 shows an isometric top front view of part of the deployment mechanism and part of the wing of the example of FIGS. 4(a)-4(d) in the deployed configuration.

[0156] Figure 6(a) shows an isometric top rear view of a portion of the deployment mechanism of the example of Figures 4(a)-4(d). Figure 6(b) shows an isometric top front view of a portion of the deployment mechanism of the example of Figures 4(a)-4(d).

[0157] Figure 7(a) shows a top view of a part of the deployment mechanism and part of the wing of the example of Figures 4(a) to 4(d) in the stowed configuration. Figure 7(b) shows a top view of a part of the deployment mechanism and part of the wing of the example of Figures 4(a) to 4(d) in the deployed configuration.

[0158] Figure 8(a) shows a partial isometric top rear view of a portion of the deployment mechanism, including a portion of the leveling mechanism, and a portion of the wing of the example of Figures 4(a)-4(d) in the stowed configuration. Figure 8(b) shows a partial isometric top rear view of the example of Figure 8(a) in a position intermediate between the stowed and deployed configurations. Figure 8(c) shows a partial isometric top rear view of the example of Figure 8(a) in the deployed configuration.

[0159] Figure 9(a) shows a partial isometric bottom rear view of the deployment mechanism and a portion of the wing, including the leveling mechanism, of the example of Figures 4(a)-4(d) in the stowed configuration. Figure 9(b) shows a partial isometric bottom rear view of the example of Figure 9(a) in a first position between the stowed configuration and the deployed configuration. Figure 9(c) shows a partial isometric bottom rear view of the example of Figure 9(a) in a second position between the stowed configuration and the deployed configuration. Figure 9(d) shows a partial isometric bottom rear view of the example of Figure 9(a) in the deployed configuration.

[0160] FIG. 10(a) shows a partial isometric bottom rear view of the deployment mechanism including the translation mechanism and a portion of the wing of the example of FIGS. 4(a)-4(d) in the stowed configuration. FIG. 10(b) shows a partial isometric bottom rear view of the example of FIG. 10(a) in a first position between the stowed configuration and the deployed configuration. FIG. 10(c) shows a partial isometric bottom rear view of the example of FIG. 10(a) in a second position between the stowed configuration and the deployed configuration. FIG. 10(d) shows a partial isometric bottom rear view of the example of FIG. 10(a) in the deployed configuration. DETAILED DESCRIPTION

[0161] 1( a ) and 1 ( b ), an aircraft (generally designated 100 ) according to a first example of the subject matter of this disclosure is equipped with a wing system 200 that is novel per se.

[0162] In at least this example, aircraft 100 is a powered, fixed-wing aircraft with a subsonic configuration, having a fuselage cross-section 110 (also referred to herein as fuselage 110), a wing system 200, a suitable propulsion system (not shown), and a tail 300 including, but not limited to, a horizontal stabilizer and a vertical stabilizer. Moreover, while the subject matter of this disclosure finds particular application in UAV aircraft, the subject matter of this disclosure may also be applied to manned aircraft, such as general aviation aircraft, subsonic transport aircraft, naval aircraft, and the like, among others, mutatis mutandis. In other variations and examples of this example, aircraft 100 may instead be configured as an unpowered, fixed-wing, subsonic / transonic aircraft. In yet other alternative variations and examples of this example, aircraft 100 may instead be configured as a manned or unmanned, powered, fixed-wing, transonic or supersonic aircraft.

[0163] Aircraft 100 further comprises a control system including a controller (not shown) arranged to operate aircraft 100 at least within its flight envelope.

[0164] As will become more clear herein, wing system 200 has a stowed configuration SC and a deployed configuration DC. Further, wing system 200 is deployable between the stowed configuration SC and the deployed configuration DC.

[0165] Although the wing system 200 in the illustrated example is disclosed with respect to the primary lift-producing wing of an aircraft, in other embodiments of the presently disclosed subject matter, the concepts and operation of the wing system 200 may instead be applied to a tail fin, such as a vertical or horizontal stabilizer, or, mutatis mutandis, to a canard arrangement.

[0166] While the aircraft in the illustrated example is disclosed herein as having a wing system with one set of wings, in alternative variations of this example, the wing system can have more than one set of wings, such as two sets of wings, where, for example, one set of wings extends forward while the second set of wings extends aft, thereby providing a tandem wing arrangement. The two sets of wings can be mounted together below the fuselage, or above the fuselage, or one set can be mounted below the fuselage and the other set above the fuselage.

[0167] Wing system 200 comprises a set of wings 210 arranged to transition between the stowed configuration and the deployed configuration. Set 210 comprises two wings 220, specifically a first wing 221 and a second wing 222. In the illustrated example, first wing 221 is provided on the port side and is therefore also referred to herein as the port wing, while second wing 222 is provided on the starboard side and is therefore also referred to herein as the starboard wing. However, in other alternative variations of this example, first wing 221 could refer to the starboard wing, while second wing 222 could refer to the port wing, mutatis mutandis.

[0168] Therefore, unless otherwise specified herein, reference number 220 may also refer to either first wing 221 or second wing 222.

[0169] With particular reference to Figures 2(a), 2(b), 2(c), and 2(d), each wing 220 is pivotally mounted to the fuselage 110 about a respective pivot axis PA, thereby enabling the wing 220 to pivot between the stowed configuration SC and the deployed configuration DC about the respective axis PA.

[0170] Thus, the first wings 221 are pivotally mounted to the fuselage 110 about respective first pivot axes PA1, thereby enabling the first wings 221 to pivot between the stowed configuration SC and the deployed configuration DC about the respective first pivot axes PA1. Similarly, the second wings 222 are pivotally mounted to the fuselage 110 about respective second pivot axes PA2, thereby enabling the second wings 222 to pivot between the stowed configuration SC and the deployed configuration DC about the respective second pivot axes PA2.

[0171] According to one aspect of the subject matter of the present disclosure, the first pivot axis PA1 and the second pivot axis PA2 are non-coaxial. At least in this example, the first pivot axis PA1 and the second pivot axis PA2 are parallel to each other and spaced apart by a pivot distance PS.

[0172] However, in alternative variations of this example and other examples, the pivot axes PA of each of the two wings 220 are not parallel, for example, non-parallel and spaced apart. In such cases, the pivot axes PA of each of the two wings 220 may intersect at a position above or below the wings 220, such that the pivot axes are also spaced apart from one another in vertical positions of the wings 220 (i.e., along a direction parallel to the yaw axis Y).

[0173] In at least this example, the first pivot axis PA1 and the second pivot axis PA2 are each parallel to the yaw axis Y of the aircraft 100. However, in a variation of this example, the first pivot axis PA1 and the second pivot axis PA2 are each inclined relative to the yaw axis Y, for example, along a plane parallel to the yaw-roll plane of the aircraft.

[0174] In at least this example, the first pivot axis PA1 and the second pivot axis PA2 are each perpendicular to the longitudinal axis LA of the aircraft 100.

[0175] In at least this example, the first pivot axis PA1 and the second pivot axis PA2 are each parallel to or at a small angle to the thickness of each wing 220 of the aircraft 100.

[0176] In at least this example, the first pivot axis PA1 and the second pivot axis PA2 are each perpendicular to the chord of each wing 220 of the aircraft 100.

[0177] First wing 221 and second wing 222 are substantially mirror images of each other and are otherwise substantially identical, although, at least in this example, portions of each wing 220 near its respective pivot axis PA may differ from one another.

[0178] In at least this example, aircraft 100 is arranged to be stored or encapsulated in a fairing (not shown) while wing system 200 is in said stowed configuration SC. For example, such a fairing may provide aerodynamic isolation for aircraft 100 as it accelerates to a required speed and altitude, and / or may protect the aircraft during storage or transport. For example, aircraft 100 may be accelerated to a required speed and altitude via an external launch system, such as a launch barrel, or via a booster rocket (e.g., as its payload), or may be delivered to a required altitude and speed via, for example, a manned or unmanned aircraft carrier.

[0179] 1(a) and 1(b), the wing 220 is below the fuselage 110, i.e., the suction side of the uppermost wing 220 (e.g., wing 121) of the wing system 200 faces the bottom 115 of the fuselage 110. However, in at least one alternative variation of the example of FIG. 1, the wing 220 may be above the fuselage, i.e., the pressure side of the lowermost wing 220 (e.g., wing 222) of the wing system 200 faces the top of the fuselage 110.

[0180] Each wing 220 is based on an appropriate airfoil profile (i.e., wing 220 includes multiple corresponding airfoil sections) depending on the aircraft configuration and other factors (e.g., whether the aircraft is optimized for subsonic, transonic, or supersonic flight).

[0181] In particular, in at least this and other examples, wings 220 are arranged as lift-producing wings capable of providing sufficient lift to enable aerodynamic flight of aircraft 100. Additionally, wings 220 may include control surfaces, such as flaps, ailerons, etc., to provide stability and control to the air vehicle.

[0182] In this example, the wings 220 have a generally trapezoidal (i.e., tapered) planar shape or any other shape, although in alternative variations of this example, the wings may have a generally rectangular planar shape or any other suitable planar shape.

[0183] In this example, wing 220 has zero sweep (i.e., zero sweep angle) in the deployed configuration, but in alternative variations of this example, the wing can have a positive sweep angle or a negative sweep angle in the deployed configuration. For example, such swept wings may be particularly useful on transonic and / or supersonic aircraft. In other examples, such swept wings may be particularly useful on subsonic / transonic aircraft due to center of gravity location and associated static margin and stability concerns.

[0184] 1(a) and 2(d), the first blade 221 includes a first blade tip 221T, a first blade root 221R, a first blade leading edge 221L, a first blade trailing edge 221E, a first blade suction surface 221S, a first blade pressure surface 221P, and a first blade longitudinal axis 221LA1. The first blade 221 also has a first longitudinal length LL1 from root to tip in a direction parallel to the first blade longitudinal axis 221LA1.

[0185] The second blade 222 includes a second blade tip 222T, a second blade root 222R, a second blade leading edge 222L, a second blade trailing edge 222E, a second blade suction surface 222S, a second blade pressure surface 222P, and a second blade longitudinal axis 222LA2. The second blade 222 also has a second longitudinal length LL2 from root to tip in a direction parallel to the second blade longitudinal axis 222LA2.

[0186] In at least this example, in the stowed configuration SC, first wing 221 and second wing 222 are in an overlapping relationship, thereby providing a compact configuration relative to the fuselage and minimizing the overall size of aircraft 100 in the stowed configuration. For example, such a compact configuration may be useful when aircraft 100 is stowed in a fairing and / or when packaging the aircraft for transport or storage.

[0187] In at least this example, in the deployed configuration DC, the first wing 221 and the second wing 222 are in a spatial relationship relative to each other and to the fuselage 110 that allows the wings to interact with the airflow to generate aerodynamic lift and enable aerodynamic flight of the aircraft 100.

[0188] Referring again to FIGS. 1(a) to 2(d), in the storage configuration SC, the first wing 221 and the second wing 222 are in an overlapping relationship, that is, they overlap each other.

[0189] In such an overlapping relationship, particularly with reference to Figures 1(a) and 2(a), at least a majority of the pressure surface 221P of the first blade 221 faces the suction surface 222S of the second blade 222, and the first blade tip is separated from the second blade tip by a first lateral space.

[0190] In such an overlapping relationship, the first wing longitudinal axis 221LA1 and the second wing longitudinal axis 222LA2 are nominally parallel to each other, i.e., actually parallel to each other, or close to each other, for example, within ±10°, or within ±15°, or within ±20°.

[0191] In at least this example, in the stowed configuration SC, the first wing 221 and the second wing 222 are arranged in the overlapping relationship so as to be oriented relative to the fuselage 110 such that the first wing longitudinal axis 221LA1 and the second wing longitudinal axis 222LA2, respectively, are nominally parallel to the fuselage longitudinal axis LA.

[0192] As will also become more clear herein, in said deployed configuration DC, the first wing 221 is oriented relative to the fuselage 110 such that the first wing longitudinal axis 221LA1 is non-parallel to the fuselage longitudinal axis LA, e.g., perpendicular to it, e.g., depending on an orthogonal sweep angle, or at another suitable angle between 0° and 90°. Furthermore, in said deployed configuration DC, the second wing 222 is oriented relative to the fuselage 110 such that the second wing longitudinal axis 222LA2 is non-parallel to it, e.g., perpendicular to it, e.g., depending on an orthogonal sweep angle, or at another suitable angle between 0° and 90°.

[0193] For example, referring to FIG. 2(d), in the stowed configuration SC, the first wing 221 and the second wing 222 are oriented relative to the fuselage 110 such that the first wing longitudinal axis 221LA1 and the second wing longitudinal axis 222LA2 are nominally parallel to the longitudinal axis LA of the fuselage 110, respectively.

[0194] In at least this example, in the deployed configuration DC, the first wing longitudinal axis 240LA1 and the second wing longitudinal axis 222LA2 are each nominally parallel to the pitch axis P of the aircraft 100. However, in alternative variations of this example in which the wing 220 may be hexahedral or dihedral and / or have a non-zero sweep, the first wing longitudinal axis 240LA1 and the second wing longitudinal axis 222LA2 may each be non-parallel to the pitch axis P.

[0195] 2(a) and 2(c), in at least this example, in the stowed configuration SC, the first wing 221 and the second wing 222 are arranged in the overlapping relationship so as to be oriented relative to the fuselage 110, such that the first wing tip 221T is separated from the second wing tip 222T by a first distance S1. Meanwhile, in the deployed configuration DC, the wings are pivoted away from each other, such that the first wing tip 221T is separated from the second wing tip 222T by a second distance S2, where the second distance S2 is greater than the first distance S1. In at least this example, the first distance S1 is nominally zero, i.e., the first wing tip 221T substantially overlaps the second wing tip 222T, and further, in at least this example, the second distance S2 corresponds to the span of the wing.

[0196] As noted above, wing system 200 is arranged to transition wing set 210 between the stowed configuration SC and the deployed configuration DC. According to one aspect of the presently disclosed subject matter, the transition includes a pivoting operation that includes: - pivoting first wing 221 between the stowed configuration SC and the deployed configuration DC about a first pivot axis PA1; - pivoting second wing 222 between the stowed configuration SC and the deployed configuration DC about a second pivot axis PA2.

[0197] 3, in at least this example, the wing system 200 is arranged to pivot the first wing 221 about the first pivot axis PA1 while simultaneously pivoting the second wing 222 about the second pivot axis PA2. Furthermore, in transitioning between the stowed configuration SC and the deployed configuration DC via a pivoting motion, the first wing 221 is pivoted about the first pivot axis PA1 by a first non-zero angular displacement θ1; and the second wing 222 is pivoted about the second pivot axis PA2 by a second non-zero angular displacement θ2.

[0198] It should be noted that pivoting the first wing 221 about the first pivot axis PA1 by the first non-zero angular displacement θ1 substantially rotates the first wing 221 and causes the first wing 221 to substantially protrude laterally from the fuselage 110, thereby orienting the first leading edge 221L toward the front end of the aircraft 100 and the first trailing edge 221E toward the rear end of the aircraft 100, while substantially increasing the spacing of the first wing tip 221T to the fuselage 110. Meanwhile, the spacing of the first wing root 221R to the fuselage 110 may remain unchanged or change only slightly.

[0199] Similarly, pivoting the second wing 222 about the second pivot axis PA2 by a second non-zero angular displacement θ2 substantially rotates the second wing 222 and causes the second wing 222 to substantially protrude laterally from the fuselage 110, thereby orienting the second leading edge 222L toward the front end of the aircraft 100 and orienting the second trailing edge 222E toward the rear end of the aircraft 100, while substantially increasing the spacing of the second wing tip 222T to the fuselage 110. Meanwhile, the spacing of the second wing root 222R to the fuselage 110 may remain unchanged or change only slightly.

[0200] In at least this example, the first non-zero angular displacement θ1 and the second non-zero angular displacement θ2 are in opposite rotational directions but are equal in magnitude. For example, either the first non-zero angular displacement θ1 or the second non-zero angular displacement θ2 can be within any of the following ranges: 35° to 155°, 35° to 100°, 35° to 90°, 45° to 90°, 60° to 90°, or 75° to 90°. For example, either the first non-zero angular displacement θ1 or the second non-zero angular displacement θ2 can be any one of 35°, 40°, 45°, 50°, 60°, 75°, 90°, 110°, 120°, 130°, 140°, and 155°.

[0201] In particular, the wing system 200 in at least this example is arranged to synchronize the pivoting motions, whereby the following two pivoting movements of the wings 221, 222 are synchronized with each other and are therefore synchronized so that the wings 221, 222 start and finish pivoting together. The first wing 221 is rotated about a first rotation axis PA1 between the stored configuration SC and the deployed configuration DC. The second wing 222 is pivoted about a second pivot axis PA2 between the stored configuration SC and the deployed configuration DC.

[0202] 1(a) and 1(b), as will become clearer below, wing system 200, at least in this example, is arranged to provide a leveling operation arranged to level first wing 221 and second wing 222 relative to one another from an overlapping relationship in the stowed configuration to a horizontal relationship in the deployed configuration. Thus, prior to the leveling operation (FIG. 1(a)), in the stowed configuration SC, first wing 221 and second wing 222 are at different positions along a direction parallel to yaw axis Y of aircraft 100. Meanwhile, after the leveling operation is completed (FIG. 1(b)), in the deployed configuration DC, first wing 221 and second wing 222 are at the same position along a direction parallel to yaw axis Y of aircraft 100.

[0203] In at least this example, as will become more clear herein, the leveling operation is arranged to translate (upward in this example) the second wing 222 to the level of the first wing 221, which remains at a position along the direction parallel to the yaw axis Y while pivoting between the stowed configuration SC and the deployed configuration DC. However, in alternative variations and other examples of this example, the leveling operation can instead be arranged to translate (e.g., downward) the first wing 221 to the level of the second wing 222, which remains at a position along the direction parallel to the yaw axis Y while pivoting between the stowed configuration SC and the deployed configuration DC. In yet other alternative variations and other examples of this example, the leveling operation can instead be arranged to translate both the first wing 221 and the second wing 222 to a common position along the direction parallel to the yaw axis Y while pivoting between the stowed configuration SC and the deployed configuration DC, which position is different from the original corresponding positions of the first wing 221 and the second wing 222 in the stowed configuration SC.

[0204] In at least this example, as will become more clear herein, the wing system 200 is arranged to provide the leveling operation simultaneously with the transition between the stowed configuration SC and the deployed configuration DC. In particular, the wing system 200 in at least this example is arranged to provide the leveling operation simultaneously with the swing operation. In particular, the wing system 200 in at least this example is arranged to synchronize the leveling operation with the swing operation.

[0205] Referring particularly to FIG. 3(b), at least in this example, as will become more clear herein, the wing system 200 is also arranged to provide a translational movement arranged to selectively translate the first wing 221 and the second wing 222 along a stroke direction ST through a stroke length SL between a first axis position AX1 corresponding to the stowed configuration SC and a second axis position AX2 corresponding to the deployed configuration DC.

[0206] In at least this example, as will become more clear herein, the stroke direction ST is in an aft direction relative to the aircraft 100. Thus, the first axis position AX1 is forward of the second axis position AX2. In alternative variations of this example, the stroke direction may be forward, for example, in examples where the deployment mechanism is arranged to translate the wing system from an aft portion of the aircraft to a forward portion of the aircraft.

[0207] In at least this example, as will become more clear herein, wing system 200 is arranged to provide the translational motion simultaneously with a transition between the stowed configuration SC and the deployed configuration DC. In particular, wing system 200 in at least this example is arranged to provide the translational motion simultaneously with the pivotal motion. In particular, wing system 200 in at least this example is arranged to synchronize the translational motion with the pivotal motion.

[0208] It should be noted that providing the translational and pivotal movements can maximize the first and second longitudinal lengths LL1 and LL2 of the first and second wings 221 and 222, respectively, relative to the fuselage length FL, while ensuring that the neutral point of the aircraft remains at an axial position relative to the center of gravity CG consistent with the desired static stability of the aircraft. For example, since the translational movements shift the wing aft, the neutral point of the arrangement can be closer to or aft of the center of gravity to provide the required static margin.

[0209] As is known in the art, aircraft stability is maintained when the neutral point is located aft of the aircraft's center of mass, for example, 10%, 15%, or 20% of the mean aerodynamic chord of the wing 220.

[0210] At least in this example, the first longitudinal length LL1 and the second longitudinal length LL2 of the first wing 221 and the second wing 222 are each in the range of 70% to 90% of the fuselage length FL.

[0211] In alternative variations of this example, the first longitudinal length LL1 and the second longitudinal length LL2 may each be greater than or equal to the fuselage length FL. In examples where the first longitudinal length LL1 and the second longitudinal length LL2 are each greater than the fuselage length FL, the aircraft packaging volume in the stowed configuration SC may be greater than the fuselage volume of the fuselage 110. However, such an aircraft configuration may reduce overall volume compared to a configuration in which the wings cannot translate along the fuselage axis or compared to a configuration in which the wings must be stowed fore and aft, thereby maximizing the available volume for storing the aircraft in a stowed state, such as within the fairing.

[0212] In yet another alternative variation of this example, the first longitudinal length LLL1 and the second longitudinal length LLL2 may each be much smaller than the fuselage length FL, for example, less than 70% of the fuselage length FL.

[0213] 2(a), 2(b), 2(c), and 2(d), the wing system 200 further comprises a deployment system 400 arranged to selectively translate the wing system 200, particularly the set of wings 210, and the first and second wings 221, 222, between the stored configuration SC and the deployed configuration DC, particularly from the stored configuration SC to the deployed configuration DC. The deployment system 400 may be operably coupled to a controller to enable the controller to operate the deployment system 400, thereby particularly enabling the deployment system 400 to translate the wing system 200 between the stored configuration SC and the deployed configuration DC, particularly from the stored configuration SC to the deployed configuration DC, and optionally from the deployed configuration DC back to the stored configuration SC.

[0214] 5, the first wing 221 includes a first pivot shaft 241 coaxial with a first pivot axis PA1, and the second wing includes a second pivot shaft 242 coaxial with a second pivot axis PA2. The first pivot shaft 241 and the second pivot shaft 242 can be considered part of a deployment system 400.

[0215] The first wing 221 may, for example, be fixedly attached to the first axle 241. For example, the first wing 221 may include a first axle bracket 231 fixedly coupled to the first wing 221 and located, for example, to minimize torsional loading on the first axle 241. Such a first axle bracket 231 may be in the form of a wing root joiner or a wing root canal joint.

[0216] For example, such a location can be at or near the main spar of the first wing 221. For example, the first wing 221 is disposed at such a main spar. In these or other examples, for example, such a location can be along the chord of the first wing 221, or at or near the first root 221R, i.e., at a location chordwise from the leading edge of the chord. For example, such a chordwise location can be about 25% and / or about 1% to 2% of the root chord forward of the aerodynamic center of the first wing 221 (e.g., about 1% to 2% of the root chord forward of the aerodynamic center of the first root 221R). The first axle bracket 231 has two spaced apart protrusions 231A, 231B to which the first axle 241 is fixed.

[0217] The second wing 222 is, for example, movably mounted on a second axle 242. For example, the second wing 222 includes a second axle bracket 232 fixedly connected to the second wing 222 and positioned, for example, to minimize torsional loads on the first axle 241. Such a second axle bracket 241 may be in the form of a wing root joiner or a wing root canal joint.

[0218] For example, such a location can be at or near the main spar of second wing 222. For example, second wing 222 is disposed at such a main spar. In these or other examples, for example, such a location can be along the chord of second wing 222, or at or near second root 222R, i.e., at a location chordwise from the leading edge of the chord. For example, such a chordwise location can be about 25% and / or about 1% to 2% of the root chord forward of the aerodynamic center of second wing 222 (e.g., about 1% to 2% of the root chord forward of the aerodynamic center of second root 222R). Second axle bracket 232 has protrusion 232A to which second axle 242 is movably attached.

[0219] In particular, the second wing 222 is movably mounted to the second shaft 242 with one degree of freedom in translation parallel to the second pivot axis PA2. In other words, while the second wing 222 is mounted to the second shaft 242, the second wing 222 can nevertheless translate relative to the second shaft 242 in a direction parallel to the second pivot axis PA2 between a first position P1 corresponding to the stowed configuration SC and a second position P2 corresponding to the deployed configuration DC while simultaneously transferring torque between the second wing 222 and the second shaft 242.

[0220] The first pivot shaft 241 and the second pivot shaft 242 are arranged to support loads from the first wing 221 and the second wing 222, including the bending moment of each wing, the torsional (pitching) moment of each wing, the shear force of each wing, and the torque required to deploy each wing and hold each wing in a deployed position corresponding to the deployment configuration DC.

[0221] In at least this example, the deployment mechanism 400 includes a spline arrangement, such that the second shaft 242 is in the form of or comprises a male spline shaft 242M. The second wing 222 is movably mounted to the second shaft 242 via a female spline coupling 242F that is complementary to the male spline shaft 242M. The mating splines between the female spline coupling 242F and the male spline shaft 242M allow rotational movement of the male spline shaft 242M to be transmitted to the second wing 222 via the female spline coupling 242F. At the same time, the mating splines between the female spline coupling 242F and the male spline shaft 242M allow relative translation between the female spline coupling 242F and the male spline shaft 242M along a direction parallel to the second pivot axis PA2, and thereby between the second wing 222 and the second shaft 242 along a direction parallel to the second pivot axis PA2.

[0222] In at least some alternative variations of this example, the spline arrangement can be replaced with a machine key arrangement, which can also transmit torque within the coupling while allowing the female portion of the key to move axially relative to the male portion of the key.

[0223] Therefore, the first pivot shaft 241 is located at or near the first blade root 221R, and the second pivot shaft 242 is located at or near the second blade root 222R.

[0224] 6(a) and 6(b), the deployment mechanism 400 includes a load-bearing bulkhead 410. As best seen in FIGS. 7(a) and 7(b), the first wing 221 is pivotally attached to the load-bearing bulkhead 410 via a first pivot shaft 241, while the second wing 222 is pivotally attached to the load-bearing bulkhead 410 via a second pivot shaft 242. The load-bearing bulkhead 410 is a structural member capable of bearing loads from the first wing 221 and the second wing 222 during flight of the aircraft 100 and capable of supporting the wing system 200 in the stowed configuration SC, in the deployed configuration DC, and throughout the transition between the stowed configuration SC and the deployed configuration DC. In at least this example, the load-bearing bulkhead 410 includes a load-bearing central section 415. In at least this example, the central section 415 is a typical I-beam structure including upper and lower flanges 417 spaced apart by webs 416 and stiffening elements 418 .

[0225] Without being bound by theory, the inventors believe that the load-bearing bulkhead 410 supports wing bending moments and wing shear forces, thereby acting as a central load-bearing member, which, in the deployed configuration DC, provides contiguous space between the first wing 221 and the second wing 222, essentially forming a continuous wing spar spanning from the first wing tip 221T to the second wing 222T. Furthermore, the inventors believe that such an arrangement can minimize or prevent exposure of the aircraft fuselage to potentially harmful bending and twisting moments that may be generated by the wings during flight. In other words, if the left and right wings, and particularly the left and right wing spars, were instead directly connected to the fuselage rather than to the load-bearing bulkhead, the fuselage would be subjected to very high bending and twisting moments. In the example above where the wing is connected to a load-bearing bulkhead that translates along the fuselage longitudinal axis, such an arrangement provides an inherent weight savings by allowing the elimination of additional load-bearing structure in the fuselage, allowing the fuselage to support the bending and twisting moments of the wing along the fuselage region through which the wing moves. Furthermore, the inventors believe that such an arrangement can generate very low loads at the interface between the fuselage and the wing.

[0226] The load-bearing bulkhead 410 further includes a first bearing arrangement 431 secured to one side of the central section 415 via first bracket projections 431A, 431B, where the bearing arrangement 431 has a plurality of spaced-apart bearings aligned with the first pivot axis PA1. The load-bearing bulkhead 410 also includes a second bearing arrangement 432 secured to the other side of the central section 415 via second bracket projections 432A, 432B, where the bearing arrangement 432 has a plurality of spaced-apart bearings aligned with the second pivot axis PA2. The load-bearing bulkhead 410 is dimensioned to provide the spacing PS between the first pivot axis PA1 and the second pivot axis PA2. In some examples, such bearings may be ball bearing arrangements or the like, while in other examples, such bearings may be in the form of sleeves or bushings.

[0227] The first shaft 241 is rotatably mounted to the load-bearing bulkhead 410 via a bearing in a first bearing device 431, allowing the first wing 221 to pivot relative to the load-bearing bulkhead 410 about a first pivot axis PA1.

[0228] The second shaft 242, particularly the male spline shaft 242M, is rotatably mounted to the load-bearing bulkhead 410 via a bearing in the second bearing device 432, allowing it to pivot about the second pivot axis PA2 of the second wing 222 relative to the load-bearing bulkhead 410 via the female spline connection 242F.

[0229] The deployment mechanism 400, at least in this example, is arranged to provide a synchronized rotational movement relative to the rotations about the first and second pivot axes PA1 and PA2 during the pivoting movement. In such a synchronized rotational movement, the rotation of the first wing 221 in a first rotational direction RD1 about the first pivot axis PA1 is synchronized with the rotation of the second wing 222 in a second rotational direction RD2, opposite to the first rotational direction RD1, about the second pivot axis PA2. Accordingly, referring again to Figures 7(a) and 7(b), the deployment mechanism 400 includes a meshing gear arrangement 450 for providing the synchronized rotational movement.

[0230] Without being bound by theory, the inventors believe that such synchronization ensures or at least enhances stabilization of the aircraft during transition between the stowed configuration SC and the deployed configuration DC of wing system 200. Furthermore, such synchronization complies with at least some regulatory standards.

[0231] The meshing gear device 450 includes a first gear 451 and a second gear 452 .

[0232] The first gear 451 is fixedly mounted to the first pivot shaft 231 coaxially with the first pivot axis PA1, while, at least in this example, the first gear 451 is in the form of a spur gear having radially projecting straight cut teeth. In alternative variations of this example, the first gear 451 could have any other suitable tooth arrangement, for example, helical teeth or herringbone teeth.

[0233] The second gear 452 is fixedly mounted to the second pivot shaft 232 coaxially with the second pivot axis PA2, while, at least in this example, the second gear 452 is in the form of a spur gear having radially projecting straight cut teeth. In alternative variations of this example, the second gear 452 can have any other suitable tooth arrangement, for example, helical or herringbone teeth.

[0234] The first gear 451 directly meshes with the second gear 452 and therefore has a similar type of tooth arrangement. Thus, for example, when the first gear 451 is rotated or pivoted in one rotational direction, e.g., rotational direction RD1, about the first pivot axis PA1, the second gear 452 is automatically rotated or pivoted in the other rotational direction, e.g., rotational direction RD2, about the second pivot axis PA2, and vice versa.

[0235] The deployment mechanism 400 further comprises a support structure 488 , in at least this example in the form of a frame 490 , for supporting and facilitating attachment of the deployment mechanism 400 to the load-bearing bulkhead 410 .

[0236] The deployment mechanism 400 includes an actuator 495 arranged to selectively drive the movement of the deployment mechanism 400. The actuator 495 is arranged to selectively provide torque to at least one of the first gear 451 and the second gear 452 to drive the meshing gear arrangement 450, thereby providing the synchronous movement and driving the pivoting movement itself.

[0237] In at least this example, actuator 495 is configured to drive deployment mechanism 400 to reversibly transition wing system 200 from the stowed configuration SC to the deployed configuration DC, and thus transition wing system 200 from the deployed configuration DC to the stowed configuration SC. Such transition from the deployed configuration DC to the stowed configuration SC may be useful, for example, when it is desired to land aircraft 100 in this and other example implementations where the aircraft may lack landing gear or the landing gear may be malfunctioning or damaged. In such cases, landing an aircraft with the wing system in the stowed configuration SC can potentially minimize impact damage to aircraft 100, and particularly wing system 200. For example, aircraft 100 may be further configured with a deployable parachute and / or air cushion, further potentially minimizing impact damage to aircraft 100 or wing system 200, particularly during landing.

[0238] In at least this example, actuator 495 comprises a motor, e.g., an electric motor operably coupled to meshing gear arrangement 450. However, in alternative variations of this example, actuator 495 may comprise any other suitable actuator, e.g., a linear actuator, a rotary actuator, a loaded spring, a pyrotechnic device, a parachute, or any other type of device or system arranged to provide the necessary energy to deployment mechanism 400 and enable wing system 200 to transition (optionally reversibly) from said stowed configuration SC to said deployed configuration DC. For example, actuator 495 may be operably coupled to meshing gear arrangement 450 via a worm-gear transmission or a helical screw transmission.

[0239] In at least this example, actuator 495 is operably coupled to a controller such that the controller selectively operates deployment mechanism 400 to transition between the stored configuration SC and the deployed configuration DC.

[0240] In at least this example, the actuator 495 is operatively coupled to the meshing gear arrangement 450 so as to selectively drive the deployment mechanism 400. The actuator 495 also thereby comprises a self-locking device, ensuring that the meshing gear arrangement 450 and deployment mechanism 400 are locked in any position, regardless of whether the motor is energized, unless the actuator 495 is driving the meshing gear arrangement 450. In other words, the meshing gear arrangement 450 and deployment mechanism 400 are locked in any given position and can only be moved from that position by rotation of the motor or actuator 495.

[0241] For example, a feature of such shallow pitch worm-gear transmissions and shallow pitch screw (linear) transmissions is that they are moved only by their input shafts, and not by their output shafts. In this example, such input shafts are coupled to an actuator 495 (e.g., in the form of a motor), while such output shafts are substantially coupled to the vanes 221, 222 (e.g., via meshing gearing 450). Therefore, any force generated or applied by the vanes 221, 222 cannot cause rotation about their respective pivot axes, as any movement from the output shafts of the transmissions is locked.

[0242] This "self-locking" feature is enhanced when the connection is via a very shallow pitch screw (for example via a very shallow pitch worm gear).

[0243] In at least this example, actuator 495 is operatively coupled, for example, directly or via any suitable gearing, to motor gear 496. Motor gear 496 meshes with at least one of first gear 451 and second gear 452 and drives meshing gearing 450, thereby providing said synchronous movement. In this example, motor gear 496 meshes with first gear 451, while in alternative variations of this example, motor gear 496 could instead mesh with second gear 452, mutatis mutandis.

[0244] Therefore, when the actuator 495 selectively drives and rotates the motor gear 496, the motor gear 496 rotates the first gear 451, which is rotated in one rotation direction, e.g., rotation direction RD1, about the first pivot axis PA1. At the same time, the first gear 451 rotates the second gear 452, which is rotated in the other rotation direction, e.g., rotation direction RD2, about the second pivot axis PA2. This provides the rotational motion and the synchronous motion.

[0245] It should be noted that the deployment device 400 is arranged to pivot the first gear 451 (and thus the first shaft 241 and first wing 221) about the first pivot axis PA1 by a first non-zero angular displacement θ1, and to pivot the second gear 452 (and thus the second shaft 242 and second wing 222) about the second pivot axis PA2 by a second non-zero angular displacement θ2. At least in this example, the first non-zero angular displacement θ1 and the second non-zero angular displacement θ2 are equal in magnitude (albeit in opposite rotational directions). Thus, the first gear 451 and the second gear 452 have the same diameter, in particular at least the same pitch diameter.

[0246] It is further noted that the deployment device 400 is arranged to limit the pivoting of the first gear 451 (and thus the first shaft 241 and first wing 221) about the first pivot axis PA1 by a first non-zero angular displacement θ1, and the pivoting of the second gear 452 (and thus the second shaft 242 and second wing 222) about the second pivot axis PA2 by a second non-zero angular displacement θ2. For such limiting, the deployment device 400 may be provided with a suitable mechanism therefor, for example, a mechanical stop may be provided.

[0247] In at least this example, the motor gear 496 is in the form of a pinion having a diameter smaller than the diameter of the first gear 451 or the second gear 452 .

[0248] It is further noted that, at least in this example, first gear 451 and second gear 452 are each in the form of a sector gear, each sector gear being in the form of a portion of a complete gear, including a central opening (through which first shaft 231 or second shaft 232 is coupled) and a cross-sectional portion of the gear including an arc portion of the rim. Such devices using sector gears may be useful for providing a lighter and / or more compact device. However, in an alternative variation of this example, first gear 451 and second gear 452 may each be in the form of a respective full-circle gear.

[0249] The first gear 241 meshes with the first gear 241 and the motor gear 496. In at least this example, the center of rotation 497 of the motor gear 496 is located forward of the first pivot axis PA1 and the second pivot axis PA2, so that the corresponding sector portion of the first gear 241 has a corresponding first sector angle SA1 (i.e., the angle subtended by the corresponding arc at the center or rotation, i.e., the first pivot axis PA1). To ensure that the first gear 241 meshes with the first gear 241 throughout the entire orbit of the first gear 241 for a non-zero first angular displacement θ1, the angle is adjusted by adding an additional angular portion θ w For example, the first sector angle SA1 is equal to the sum of the first non-zero angular displacement θ1 and the angular portion θ w and the first sector angle SA1 may be approximately 5%, 10%, or 20% greater than the sum of SA1 and SA2. For example, the first sector angle SA1 may be any of 95°, 100°, 145°, 160°, 180°, 200°, 210°, 220°, 230°, 240°, and 250°.

[0250] The second gear 242 meshes only with the second gear 242. Accordingly, the corresponding sector portion of the second gear 242 has a corresponding second sector angle SA2 (i.e., the angle subtended by the corresponding arc of rotation at the center or second pivot axis PA2). The angle is nominally equal to the second non-zero angular displacement θ2. For example, the second sector angle SA2 can be approximately 5%, 10%, or 20% greater than the second non-zero angular displacement θ2. For example, the second sector angle SA2 can be any of 40°, 45°, 50°, 60°, 75°, 90°, 95°, 100°, 110°, 120°, 130°, 140°, 150°, 160°, and 165°.

[0251] Actuator 495 and motor gear 496 are attached to the load-bearing bulkhead 410 via the support structure 488 , which in at least this example is in the form of a frame 490 .

[0252] 5, 6(a), 8(a), 8(b), and 8(c), in at least this example, according to an aspect of the presently disclosed subject matter, deployment mechanism 400 includes a leveling device 470 arranged to provide the leveling operation, allowing first wing 221 and second wing 222 to be leveled relative to one another from an overlapping relationship in said stowed configuration SC to a leveled relationship in said deployed configuration DC. In at least this example, leveling device 470 is also arranged to synchronize the leveling operation with the pivoting operation.

[0253] It should be noted that, at least in this example, the second shaft 242 can be considered part of the leveling device 470. In particular, the arrangement of the second shaft 242 with a spline arrangement or the like, for example in the form of or comprising a male splined shaft 242M, and the female splined coupling 242F can be considered part of the leveling device 470.

[0254] The leveling device 470 in at least this example includes a cam device 475 arranged to be operatively coupled to the second wing 222 via the second shaft 242 .

[0255] In at least this example, the cam arrangement 475 comprises a cam rail 472 fixedly attached to the load-bearing bulkhead 410 via, for example, a support structure 488 in the form of, at least in this example, a frame 490 .

[0256] In at least this example, the cam rail 472 is helical and has a helical axis HA that is coaxial with the second pivot axis PA2.

[0257] In alternative variations of this example, the cam rail can have any other suitable shape. For example, the cam rail can be made from a combination of straight sections and helical sections with various helix angles. The shape of the cam rail can determine the profile of the leveling movement of the wings as they are moved along their respective pivot axes. For example, to allow wings 221, 222 to move away from each other, straight sections can be provided at a predetermined angle without pivoting occurring while each wing remains at its respective level. Once wing clearance is achieved, i.e., when the majority of the wings are no longer in an overlapping relationship (e.g., after a 20° rotation about their respective pivot axes PA1, PA2), the cam rail can change shape to a helical shape, allowing wings 221, 222 to level.

[0258] Therefore, the profile of the leveling movement can be designed so that the wings 221, 222 do not collide during deployment to the deployment configuration DC, and can also be designed so that the lift force generated by the wings 221, 222 can help level the wings 221, 222, because in such a case the lift force can be in the same direction as the direction of the horizontal movement.

[0259] In at least this example, the helical cam rail 472 has a first end 472A corresponding to position P1 and a second end 472B corresponding to position P2. Additionally, the first end 472A is angularly displaced from the second end 472B by a second non-zero angular displacement θ2 relative to the second pivot axis PA2.

[0260] In at least this example, cam device 475 includes a cam follower 479 fixedly attached to second wing 222. More specifically, cam follower 479 is fixedly attached to protrusion 232A to which second shaft 242 is movably attached. Protrusion 232A protrudes radially and perpendicularly to second pivot axis PA2. Cam follower 479 also includes a roller 478 rotatably attached to the free end of protrusion 232A.

[0261] In deployment apparatus 400, cam follower 479, and particularly roller 478, are constrained to move only along cam rail 472. This can only occur when second axle 242, particularly second axle bracket 232 and protrusion 232A (and thus second wing 222), is pivoted about the second pivot axis.

[0262] Thus, the cam device 475 is positioned such that movement of the cam follower 479 along the cam rail 472 causes the second axis 242, in particular the second axis bracket 232 and the protrusion 232A (and thus the second wing 222) to translate relative to the pivoted second axis 242 by a non-zero second angular displacement θ2 about the second pivot axis PA2 along the degree of freedom parallel to the second pivot axis PA2 during the leveling operation.

[0263] Therefore, when the second axis 242 is pivoted about the second pivot axis PA2 by a non-zero second angular displacement θ2, the second axis bracket 232 and the protrusion 232A (and thus the second wing 222) simultaneously displace from position P1 to position P2, thereby bringing the second wing 222 to the same level as the first wing 221 (along the yaw axis Y).

[0264] 4(a)-4(d) and 10(a)-10(d), in accordance with an aspect of the presently disclosed subject matter, at least in this example, deployment mechanism 400 includes a translation device 440 arranged to provide the translational motion, enabling first wing 221 and second wing 222 to be selectively translated along stroke direction ST through stroke length SL between a first axis position AX1 corresponding to the stowed configuration SC and a second axis position AX2 corresponding to the deployed configuration DC. At least in this example, translation device 460 is also arranged to synchronize the translational motion with the pivotal motion.

[0265] In at least this example, the translation device 440 comprises a rail system 445 arranged to be fixedly mounted relative to the aircraft 100. Furthermore, the load-bearing bulkhead 410, and in particular all components of the deployment mechanism 400 mounted thereon, in particular the first wing 221 and the second wing 222, are movably mounted on the rail system 445, allowing the load-bearing bulkhead 410, together with the first wing 221 and the second wing 222, to be translated along the stroke direction ST through the stroke length SL.

[0266] In at least this example, the load-bearing bulkhead 410 includes an actuator 495, a meshing gear arrangement 450, a leveling arrangement 470, and first and second wings 221, 222 in such translational movement.

[0267] In at least this example, rail system 445 comprises two rail members 441, 442 laterally spaced apart by a distance RT. Furthermore, rail members 441, 442 in at least this example are each straight and typically aligned parallel to a centerline or longitudinal axis LA of aircraft 100.

[0268] In alternative variations of this example, rail members 441, 442 can be concave or convex, for example, to generate angular motion of the deployment mechanism as it travels on the rail. If the rail is convex or concave, the angle of incidence of the wing (the chord angle relative to the fuselage) can change as the wing moves. In this way, the incidence of the wing in the stowed configuration SC can be different from the incidence of the wing in the deployed configuration DC.

[0269] Additionally, the translation device 440 includes a plurality of slider elements 465 arranged to engage and move simultaneously with the rail members 441, 442. For example, such slider elements 465 may include wheels, balls, rollers, or low friction surfaces arranged to engage and run on the rail members 441, 442.

[0270] The slider elements 465 are fixedly attached to the load-bearing bulkhead 410 via a support structure 488, in at least this example in the form of a frame 490. For example, as best seen in Figures 6(a) and 6(b), two slider elements 465 are fixedly attached to one side of the frame 490 and two other slider elements 465 are fixedly attached to the other side of the frame 490.

[0271] In at least this example, the translating device 440 is provided with a suitable drive and synchronization device 460 that is directly or indirectly attached to the load-bearing bulkhead 410 and is therefore carried by the load-bearing bulkhead 410 in the translational movement.

[0272] The drive and synchronization device 460 is coupled to the rail system 440 via a slider 465 and provides power to the rails 441, 442, enabling translation of the load-bearing bulkhead 410 together with all components of the deployment mechanism 400 attached to the load-bearing bulkhead 410, particularly the first wing 221 and the second wing 222.

[0273] Furthermore, the drive and synchronization device 460 is arranged to synchronize the translational movement with the pivotal movement, such that when the wings 221, 222 are pivoted to the first non-zero angular displacement θ1 and the second non-zero angular displacement θ2 about the first pivot axis PA1 and the second pivot axis PA2, respectively, the wings 221, 222 are also simultaneously translated from the first axis position AX1 to the second axis position AX2.

[0274] In at least this example, drive and synchronization device 460 is in the form of or comprises a rack and pinion device. The pinion device includes a pinion gear 462 that is rotatably mounted directly or indirectly to load-bearing bulkhead 410, and a rack gear 468 that is mounted in a fixed spatial relationship relative to rail system 440 or in a fixed spatial relationship relative to aircraft 100. In at least this example, rack gear 468 is linear and typically aligned parallel to the centerline or longitudinal axis LA of aircraft 100.

[0275] The pinion gear 462 meshes with the rack gear 468. Thus, rotation of the pinion gear 462 causes the pinion gear 462 to translate along the length of the rack gear 468.

[0276] The pinion gear 462 is coupled to the meshing gear arrangement 450 such that operation of the meshing gear arrangement 450 causes the pinion gear 462 to rotate, which in turn causes the pinion gear 462 to rotate relative to the rack gear 468, causing translation of the pinion gear 462 along the stroke direction ST together with the load-bearing bulkhead 410 and the wings 221, 222.

[0277] In at least this example, the pinion gear 462 is coaxial and fixedly attached to a second gear 469 that directly meshes with the meshing gearing 450. As best seen in FIGS. 7(a) and 7(b), in this example, the second gear 469 directly meshes with the first gear 451. However, in other alternative variations of this example, the second gear 469 directly meshes with the second gear 452 or with both the first gear 451 and the second gear 452. In at least this example, the diameter of the second gear 452 is smaller than the diameters of either the first gear 451 or the second gear 452, and further, the diameter of the pinion gear 462 is larger than the diameter of the pinion gear 462. Thus, there is an amplification effect in that a given angular rotation of the first gear 451 about the first pivot axis PA1 results in an amplified angular rotation by the pinion gear 462.

[0278] For example, the number of teeth on pinion gear 462 can define the amount of axial distance the deployment mechanism travels per given angular displacement of wings 221, 222. The number of teeth on pinion gear 462 can be used to define the ratio between the angular (pivotal) displacement of wings 221, 222 about pivot axis PA1 and pivot axis PA2, respectively, and the axial (linear) displacement of deployment mechanism 400.

[0279] For a given diameter of either the first gear 451 or the second gear 452, and for a given diameter of the pinion gear 462, a diameter of the second gear 469 can be selected such that pivoting of the first gear 451 about the first pivot axis PA1 to a first non-zero angular displacement θ1 results in the pinion gear 462 being translated by a desired stroke length SL relative to the rack gear 468. Furthermore, the rack and pinion arrangement ensures that the pivoting and translational movements occur simultaneously, i.e., start and finish together.

[0280] In other words, according to aspects of the presently disclosed subject matter, a plurality of such pinion gears may be provided, each including at least two such pinion gears having a different diameter from one another, with only one such pinion gear being alternately rotatably attached to the load-bearing bulkhead 410 via the second gear 469 without changing (or needing to change) the remainder of the deployment mechanism 400 or the magnitude of the first non-zero angular displacement θ1 or the magnitude of the second non-zero angular displacement θ2, thereby correspondingly providing a different magnitude for the stroke length ST.

[0281] This feature allows essentially the same deployment mechanism 400 to be easily adapted for installation on a variety of aircraft where the required stroke length varies for each aircraft, essentially by changing the pinion gear to match the required stroke length.

[0282] In an alternative variation of this example, the drive and synchronizer 460 may be in the form of or include a screw and nut mechanism instead of a rack and pinion arrangement. In such an example, the screw essentially replaces the rack gear and the nut replaces the pinion gear, with the screw and nut mechanism arranged so that rotation of the nut causes linear motion along the screw. In such an example, the screw and nut mechanism is coupled to a meshing gear arrangement 450 such that actuation of the meshing gear arrangement 450 rotates the nut, which in turn rotates relative to the screw, translating the nut along with the load-bearing bulkhead 410 and wings 221, 222 along the stroke direction ST.

[0283] In operation, a controller selectively operates deployment system 400 at desired times to enable wing system 200, and thus aircraft 100, to transition between the stowed configuration SC and the deployed configuration DC. For example, the controller is configured to turn on actuator 495 to initiate deployment.

[0284] Optionally, safety protocols may be implemented to prevent such transitions from occurring outside of pre-established conditions, such as preventing such transitions from occurring while the aircraft is on the ground, in transit, or stowed in a fairing. Additionally, appropriate safety mechanisms, e.g., mechanical locks, may be deployed to mechanically lock the deployment system 400 and wing system 200 in the stowed configuration SC at least until the aircraft is separated from the fairing, or while stationary within the fairing, for example, or at least before the aircraft is launched.

[0285] In another variation of the above example, in accordance with another aspect of the presently disclosed subject matter, the translation mechanism can be omitted, mutatis mutandis, and the deployment mechanism can thus be used to practice the presently disclosed subject matter, where the swiveling mechanism is in a fixed position on the fuselage, resulting in the wings being leveled in time to swivell to the deployed configuration.

[0286] In another variation of the above example, in accordance with another aspect of the presently disclosed subject matter, the leveling mechanism can be omitted, mutatis mutandis, and the deployment mechanism can thus be used to practice the presently disclosed subject matter, where the swiveling mechanism translates along the fuselage, resulting in the wings remaining unleveled but displacing through a desired stroke in time to swivell into the deployed configuration.

[0287] In yet another alternative variation of the above example, in accordance with another aspect of the presently disclosed subject matter, the leveling mechanism and the translation mechanism may be omitted, mutatis mutandis. In such an example, the deployment mechanism may be used in practicing the presently disclosed subject matter, wherein the deployment mechanism is arranged to selectively provide a wing pivoting motion, without the translation motion and the leveling motion, during deployment of each wing from the stowed configuration to the deployed configuration about a respective pivot axis, wherein the two pivot axes are non-coaxial.

[0288] In yet another alternative variation of the above example, in accordance with another aspect of the presently disclosed subject matter, the leveling mechanism may be omitted, mutatis mutandis. In such an example, the deployment mechanism may be used to practice the presently disclosed subject matter, wherein the deployment mechanism is arranged to selectively provide a displacement motion simultaneously with the wing pivot motion. The displacement motion includes translating the first wing and the second wing through a stroke length between a first axis position corresponding to the stowed configuration and a second axis position corresponding to the deployed configuration (with or without leveling) simultaneously with the pivot motion, and the deployment mechanism is arranged to allow the magnitude of the stroke length to be varied without affecting the wing pivot motion. In other words, for a given pivot angle displacement, the stroke length of a particular deployment mechanism may be arbitrarily varied.

[0289] It is noted that in at least some embodiments of the presently disclosed subject matter, in accordance with aspects of the presently disclosed subject matter, there is provided a method of operating an aircraft, including: (a) providing an aircraft as defined herein, e.g., an aircraft in a stowed configuration enclosed within a fairing as disclosed herein; (b)(b) launching said encapsulated aircraft, e.g., to a predetermined altitude and a predetermined forward speed; (c) separating said aircraft from said fairing; (d) selectively operating each wing system to transition the wing system from the stowed configuration to the deployed configuration. Additionally, step (b) may include any of the following: -launching said enclosed aircraft through a launch barrel: -launching said encapsulated aircraft using a booster rocket; -launching said enclosed aircraft from an aircraft carrier.

[0290] In the method claims that follow, alphanumeric and roman numerals used to designate claim steps are provided for convenience only and do not imply any particular order for performing the steps.

[0291] Finally, it should be noted that the word "including" as used throughout the appended claims should be interpreted to mean "including but not limited to."

[0292] While examples have been shown and disclosed in accordance with the subject matter of this disclosure, it should be understood that many changes can be made without departing from the scope of the subject matter of this disclosure, as claimed.

Claims

1. A wing system for an aircraft, the aircraft having a fuselage including a fuselage longitudinal axis, the wing system comprising a set of wings arranged to transition between a stowed configuration and a deployed configuration, the set of wings including a first wing having a first wing tip, a first wing longitudinal axis, and a first pivot axis; and a second wing having a second wing tip, a second wing longitudinal axis, and a second pivot axis; the first pivot axis and the second pivot axis are non-coaxial; In the stowed configuration, the first wing and the second wing are in an overlapping relationship whereby at least a majority of a pressure side of one of the first wing and the second wing faces a suction side of the other of the first wing and the second wing, and the first wing tip is separated from the second wing tip by a first lateral space, and in the stowed configuration, the first wing and the second wing are generally aligned with the fuselage longitudinal axis; and In the deployed configuration, the first wing is oriented relative to the second wing such that the first wing tip is spaced from the second wing tip by a second lateral space greater than the first lateral space; The transition is pivoting the first wing about the first pivot axis between the stowed configuration and the deployed configuration; and a pivoting operation including pivoting the second wing between the stowed configuration and the deployed configuration about the second pivot axis; the wing system is arranged to provide a leveling action arranged to level the first wing and the second wing relative to one another from an overlapping relationship in the stowed configuration to a horizontal relationship in the deployed configuration; and the wing system is arranged to provide a translational motion arranged to selectively translate the first wing and the second wing along a stroke direction through a stroke length between a first axis position corresponding to the stowed configuration and a second axis position corresponding to the deployed configuration. Wing systems for aircraft.

2. The wing system of claim 1 , wherein the wing system is arranged to synchronize the leveling movement with the pivoting movement.

3. The wing system of any one of claims 1 to 2, wherein the wing system is arranged to synchronize the translational movement with the pivotal movement.

4. The wing system of any one of claims 1 to 3, comprising one of the following: - the first pivot axis is parallel to the second pivot axis; the first pivot axis is parallel to the second pivot axis and the first pivot axis is spaced laterally from the second pivot axis;

5. 5. The wing system of claim 1, further comprising a deployment mechanism arranged to selectively transition the first wing and the second wing between the stowed configuration and the deployed configuration.

6. 6. The wing system of claim 5, comprising one of the following: - the deployment mechanism includes an actuator arranged to selectively actuate operation of the deployment mechanism; the deployment mechanism includes an actuator arranged to selectively actuate operation of the deployment mechanism, and the deployment mechanism is arranged for self-locking.

7. 10. The wing system of claim 6, comprising one of the following: - the first wing comprises a first pivot shaft coaxial with the first pivot axis, and the second wing comprises a second pivot shaft coaxial with the second pivot axis; - the first wing comprises a first pivot shaft coaxial with the first pivot axis, and the second wing comprises a second pivot shaft coaxial with the second pivot axis, and the deployment mechanism comprises a load-bearing bulkhead, the first wing pivotally attached to the load-bearing bulkhead via the first pivot shaft, and the second wing pivotally attached to the load-bearing bulkhead via the second pivot shaft; - the first wing comprises a first pivot shaft coaxial with the first pivot axis, and the second wing comprises a second pivot shaft coaxial with the second pivot axis, and the deployment mechanism comprises a load-bearing bulkhead, the first wing is pivotally attached to the load-bearing bulkhead via the first pivot shaft, and the second wing is pivotally attached to the load-bearing bulkhead via the second pivot shaft, and the deployment mechanism is arranged to provide a pivoting synchronized movement, the pivoting movement comprising synchronizing a pivot of the first wing about the first pivot axis in a first rotational direction with a pivot of the second wing about the second pivot axis in a second rotational direction opposite the first rotational direction; - the first wing comprises a first pivot shaft coaxial with the first pivot axis, and the second wing comprises a second pivot shaft coaxial with the second pivot axis, and the deployment mechanism comprises a load-bearing bulkhead, the first wing pivotably attached to the load-bearing bulkhead via the first pivot shaft, and the second wing pivotably attached to the load-bearing bulkhead via the second pivot shaft, and the deployment mechanism is arranged to provide a pivotally synchronized movement in the pivoting movement, the pivoting movement comprising synchronizing a pivot of the first wing about the first pivot axis in a first rotational direction with a pivot of the second wing about the second pivot axis in a second rotational direction opposite to the first rotational direction, and the deployment mechanism includes a meshing gear arrangement for providing the synchronized movement; - the first wing includes a first pivot shaft coaxial with the first pivot axis, and the second wing includes a second pivot shaft coaxial with the second pivot axis, and the deployment mechanism includes a load-bearing bulkhead, the first wing is pivotally attached to the load-bearing bulkhead via the first pivot shaft, and the second wing is pivotally attached to the load-bearing bulkhead via the second pivot shaft, and the deployment mechanism, in the pivoting operation, causes the first wing to pivot about the first pivot axis in a first rotational direction; the deployment mechanism is arranged to provide a pivotally synchronized movement including synchronizing with the pivoting of the second wing about the second pivot axis in a second rotational direction opposite to the first rotational direction, and the deployment mechanism includes a meshing gear arrangement for providing the synchronized movement, the meshing gear arrangement including a first gear fixedly mounted to the first pivot shaft and coaxial with the first pivot axis, and a second gear fixedly mounted to the second pivot shaft and coaxial with the second pivot axis, the first gear meshing with the second gear; the first wing includes a first pivot shaft coaxial with the first pivot axis, and the second wing includes a second pivot shaft coaxial with the second pivot axis, and the deployment mechanism includes a load-bearing bulkhead, the first wing is pivotally attached to the load-bearing bulkhead via the first pivot shaft, and the second wing is pivotally attached to the load-bearing bulkhead via the second pivot shaft, and the deployment mechanism includes a swing synchronization movement in the swing operation, the swing synchronization movement including synchronizing a swing of the first wing about the first pivot axis in a first rotational direction with a swing of the second wing about the second pivot axis in a second rotational direction opposite to the first rotational direction. and the deployment mechanism includes a meshing gear arrangement for providing the synchronous movement, the meshing gear arrangement comprising a first gear fixedly mounted to the first pivot shaft and coaxial with the first pivot axis, and a second gear fixedly mounted to the second pivot shaft and coaxial with the second pivot axis, the first gear meshing with the second gear, and the actuator comprises a motor operably coupled to the meshing gear arrangement and arranged to selectively provide torque to at least one of the first gear and the second gear to drive the meshing gear arrangement, thereby providing the synchronous movement.

8. - the deployment mechanism includes a leveling device for providing and synchronizing the leveling and pivoting movements; - the deployment mechanism includes a leveling device for providing and synchronizing the leveling and pivoting movements, and includes one of: (a) at least one of the first wing and the second wing being movably mounted on the first or second axis, respectively, with one degree of freedom in translation parallel to the first or second pivot axis, respectively; (b) the first wing being fixedly mounted on the first axis, and the second wing being movably mounted on the second axis with one degree of freedom in translation parallel to the second pivot axis; (c) the first wing being fixedly mounted on the first axis, and the second wing being movably mounted on the second axis with one degree of freedom in translation parallel to the second pivot axis, and the second axis being in the form of a male splined axis, and the second wing being movably mounted on the second axis via a female splined connection complementary to the male splined axis; - the deployment mechanism includes a leveling device for providing and synchronizing the leveling and pivoting movements, and includes one of: (a) at least one of the first wing and the second wing being movably mounted on the first or second axis, respectively, with one degree of freedom in translation parallel to the first or second pivot axis, respectively; (b) the first wing being fixedly mounted on the first axis, and the second wing being movably mounted on the second axis with one degree of freedom in translation parallel to the second pivot axis; (c) the first wing being fixedly mounted on the first axis, and the second wing being movably mounted on the second axis with one degree of freedom in translation parallel to the second pivot axis, and the second axis being in the form of a male splined axis, and the second wing being movably mounted on the second axis via a female splined connection complementary to the male splined axis, and the leveling device includes a cam device operably coupled to the second wing; - the deployment mechanism includes a leveling device for providing and synchronizing the leveling and pivoting movements, and includes one of: (a) at least one of the first wing and the second wing being movably mounted on the first or second axis, respectively, with one degree of freedom in translation parallel to the first or second pivot axis, respectively; (b) the first wing being fixedly mounted on the first axis, and the second wing being movably mounted on the second axis with one degree of freedom in translation parallel to the second pivot axis; (c) the first wing being fixedly mounted on the first axis, and the second wing being movably mounted on the second axis with one degree of freedom in translation parallel to the second pivot axis, and the second axis being in the form of a male splined axis, and the second wing being movably mounted on the second axis via a female splined connection complementary to the male splined axis, and the leveling device includes a cam device operably coupled to the second wing, and the cam device includes a cam follower and a cam rail; - the deployment mechanism includes a leveling device for providing and synchronizing the leveling and pivoting movements, and (a) at least one of the first wing and the second wing is movably mounted on the first axis or the second axis, respectively, with one degree of freedom in translation parallel to the first pivot axis or the second pivot axis, respectively; (b) the first wing is fixedly mounted on the first axis, and the second wing is movably mounted on the second axis with one degree of freedom in translation parallel to the second pivot axis; (c) the first wing is fixedly mounted on the first axis, and the second wing is movably mounted on the second axis with one degree of freedom in translation parallel to the second pivot axis, and the second axis is a male the leveling device may be in the form of a splined shaft, the second wing being movably mounted to the second shaft via a female spline connection complementary to the male splined shaft, and the leveling device may comprise a cam device operably coupled to the second wing, the cam device comprising a cam follower and a cam rail, the cam rail being fixedly mounted to a load-bearing bracket and comprising at least one helical cam rail having a helical axis coaxial with the second pivot axis, and the cam follower being fixedly mounted to the second wing, whereby movement of the cam follower along the cam rail translates the second wing along a degree of freedom relative to the second pivot shaft in the leveling operation.

8. The wing system of claim 7.

9. 10. The wing system of claim 8, comprising one of the following: - the deployment mechanism includes a translation device arranged to synchronize the translational movement with the pivotal movement; - the deployment mechanism includes a translation device arranged to synchronize the translational movement with the pivotal movement, and the translation device includes a rail system arranged to be fixedly attached to the aircraft, the load-bearing bracket being movably attached to the rail system to enable the load-bearing bracket to be translated along the stroke direction and through the stroke length; - the deployment mechanism includes a translation device arranged to synchronize the translational movement with the pivotal movement, and the translation device includes a rail system arranged to be fixedly mounted to the aircraft, the load-bearing bracket being movably mounted to the rail system to allow the load-bearing bracket to be translated along the stroke direction and through the stroke length, and the translation device includes a rack and pinion device comprising a pinion gear rotatably mounted to the load-bearing bracket and a rack gear mounted in a fixed spatial relationship to the rail system, the pinion gear being coupled to the meshing gear device, whereby actuation of the meshing gear device causes rotation of the pinion gear, which in turn rotates relative to the rack gear, causing translation of the load-bearing bracket along the stroke direction; - the deployment mechanism includes a translation device arranged to synchronize the translational movement with the pivoting movement, and the translation device includes a rail system arranged to be fixedly mounted to the aircraft, the load-bearing bracket being movably mounted to the rail system to allow the load-bearing bracket to be translated along the stroke direction and through the stroke length, and the translation device includes a rack and pinion arrangement comprising a pinion gear rotatably mounted to the load-bearing bracket and a rack gear mounted in a fixed spatial relationship to the rail system, the pinion gear being coupled to the meshing gear arrangement, whereby actuation of the meshing gear arrangement causes rotation of the pinion gear, which in turn rotates relative to the rack gear, causing translation of the load-bearing bracket along the stroke direction, and the translation device includes at least two pinion gears of different diameters, each pinion gear being alternately rotatably mounted to the load-bearing bracket to provide a correspondingly different stroke length.

10. A deployment mechanism for a wing system for an aircraft, the wing system comprising a set of wings including a first wing and a second wing, the deployment mechanism being arranged to enable the wing system to transition between a stowed configuration and a deployed configuration, and including a first shaft arranged to mount the first wing and having a first pivot axis, and a second shaft arranged to mount the second wing and having a second pivot axis, the first pivot axis and the second pivot axis being non-coaxial, and in the stowed configuration, the first shaft and the second shaft are arranged to mount the first wing and the second wing in an overlapping arrangement, respectively; the deployment mechanism includes a pivoting device arranged to provide a pivoting motion including pivoting the first shaft in a first rotational direction about the first pivot axis and pivoting the second shaft in a second rotational direction opposite the first rotational direction about the second pivot axis; the deployment mechanism includes a leveling device configured to provide a leveling motion to transition the first wing and the second wing relative to one another from a non-horizontal relationship in a stowed configuration to a horizontal relationship in a deployed configuration; the deployment mechanism includes a translation device arranged to provide a translational motion, the translational motion arranged to selectively translate the first wing and the second wing along a stroke direction and through a stroke length between a first axis position corresponding to the stowed configuration and a second axis position corresponding to the deployed configuration upon actuation of the deployment system.

11. The deployment mechanism of claim 10 , wherein the deployment mechanism is arranged to synchronize the translational movement with the pivotal movement via a first synchronization movement.

12. The deployment mechanism according to any one of claims 10 to 11, wherein the leveling device is arranged to synchronize the leveling operation with the pivoting operation, and the deployment mechanism is arranged to synchronize the leveling operation with the pivoting operation via a second synchronizing operation.

13. - the first pivot axis is parallel to the second pivot axis and the first pivot axis is spaced laterally from the second pivot axis by a lateral spacing; - the first pivot axis is parallel to the second pivot axis, the first pivot axis being spaced laterally from the second pivot axis by a lateral spacing, and the deployment mechanism includes an actuator arranged to selectively drive operation of the deployment mechanism, and optionally, the deployment mechanism is arranged for self-locking; The deployment mechanism according to any one of claims 10 to 12, comprising one of:

14. A wing system comprising a deployment mechanism as defined in any one of claims 11 to 13.

15. A wing system for an aircraft, the aircraft having a fuselage including a fuselage cross-section and a fuselage longitudinal axis, the wing system including a pair of wings including a first wing having a first wing longitudinal axis and a second wing having a second wing longitudinal axis, the pair of wings arranged to transition between a stowed configuration and a deployed configuration; In the stowed configuration, the first wing and the second wing are generally aligned with the fuselage longitudinal axis; and In the deployed configuration, the first wing is oriented relative to the second wing such that the wing tips are spaced farther apart than in the stowed configuration; moreover, pivoting the first wing about a first pivot axis between the stowed configuration and the deployed configuration; pivoting the second wing about a second pivot axis between the stowed configuration and the deployed configuration; a deployment mechanism including a swivel device, the deployment mechanism being arranged to selectively provide a wing swiveling action, the first pivot shaft and the second pivot shaft are non-coaxial; a deployment mechanism including a translation device configured to selectively provide a displacement motion concurrently with the wing pivoting motion, the displacement motion including translating the first wing and the second wing through a stroke length concurrently with the pivoting motion between a first axis position corresponding to the stowed configuration and a second axis position corresponding to the deployed configuration; the deployment mechanism is arranged to allow the magnitude of the stroke length to be varied without affecting the wing pivoting motion; and, the wing pivoting device and the translating device are operably connected via a common actuator; Wing system.

16. A deployment mechanism for a wing system for an aircraft, the wing system comprising a set of wings including a first wing and a second wing, the deployment mechanism arranged to enable the wing system to transition between a stowed configuration and a deployed configuration; pivoting the first wing about a first pivot axis between the stowed configuration and the deployed configuration; pivoting the second wing about a second pivot axis between the stowed configuration and the deployed configuration; a deployment mechanism arranged to selectively provide wing pivoting action, the deployment mechanism including a pivot device; the first pivot shaft and the second pivot shaft are non-coaxial; a deployment mechanism including a translation device configured to selectively provide a displacement motion concurrently with the wing pivoting motion, the displacement motion including translating the first wing and the second wing through a stroke length concurrently with the pivoting motion between a first axis position corresponding to the stowed configuration and a second axis position corresponding to the deployed configuration; the deployment mechanism is arranged to allow the magnitude of the stroke length to be varied without affecting the wing pivoting motion; and, the wing pivoting device and the translating device are operably connected via a common actuator; Deployment mechanism.

17. An aircraft comprising at least one wing system as defined in any one of claims 1 to 9, 14 and 15.

18. - providing an aircraft as defined in claim 15, including at least one wing system; - selectively varying the magnitude of the stroke length to match the stroke length required for each aircraft without affecting the wing turning motion; 1. A method of operating an aircraft, comprising:

19. - providing a wing system as defined in any one of claims 1 to 9, 14 and 15; - selectively operating each wing system to transition the wing system from the stowed configuration to the deployed configuration.

10. A method of operating a wing system, comprising:

20. (a) providing an aircraft comprising a wing system as defined in any one of claims 1 to 9, 14 and 15, in said stowed configuration and enclosed in a fairing; (b) launching said enclosed aircraft; (c) separating said aircraft from said fairing; (d) selectively operating each wing system to transition the wing system from the stowed configuration to the deployed configuration. A method of operating an aircraft, including:

21. step (b) launching the encapsulated aircraft through a launch barrel; launching the encapsulated aircraft using a booster rocket; 21. The method of claim 20, further comprising any one of launching the encapsulated aircraft from an aircraft carrier.

Images