Active Wing Twist Control via Aeroelasticity Measurements
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Solution Overview
Problem
Current aircraft performance improvements through wing twist control are limited by the fixed nature of flight testing and computer simulations, which result in incomplete data sets and reduced effectiveness due to the induction of wake vortices and wing camber changes that counteract drag reduction.
Innovation Solution
An integrated aeroelasticity measurement system provides real-time wing twist and body bending measurements, coupled with actuators and a control system to adjust drag by actively controlling lift surfaces, using either existing flight control surfaces or dedicated actuators for optimal shape manipulation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of energy
If flight control surfaces are used to twist the wing for lower drag, then drag reduction is achieved, but wake vortexes and wing camber changes are induced that cancel the improvements
Solution Approach 1:
The patent segments the wing structure into multiple independently controllable sections with distributed actuators. Instead of using traditional flight control surfaces that move as a unit, the wing is divided into segments that can be twisted independently at different locations, allowing localized drag reduction without inducing harmful wake vortexes across the entire wing span.
Solution Approach 2:
The patent implements dynamic wing twist control where actuators continuously adjust the wing geometry in real-time based on flight conditions. This dynamic adaptation allows the wing to maintain optimal shape for drag reduction while avoiding the static, harmful camber changes associated with traditional control surface usage.
2Loss of energy
If predicted tables are used to adjust flight control surfaces for wing twist, then some drag reduction is achieved, but the improvements are limited by finite data points
Solution Approach 1:
The patent incorporates sensors that measure actual wing twist and flight parameters, feeding this data back to a control system. This closed-loop feedback enables the system to adapt to any flight condition beyond pre-programmed tables, continuously optimizing wing geometry for drag reduction based on real-time measurements rather than relying on finite predicted data points.
Solution Approach 2:
The wing structure itself serves as both the controlled object and the sensing element. Strain gauges and other sensors embedded in the wing structure allow it to self-measure its own deformation state, eliminating the need for external measurement systems and enabling autonomous adaptation to varying flight conditions.
3Measurement precision
If integrated aeroelasticity measurement systems are used for flight testing, then accurate wing twist measurements are obtained, but the system must be removed after testing
Solution Approach 1:
The patent integrates measurement sensors directly into the production aircraft structure during manufacturing, creating a universal system that serves both flight testing and operational purposes. The same sensors used for precise wing twist measurement during testing remain installed to provide continuous monitoring during normal flight operations, eliminating the need to remove the system after testing.
Solution Approach 2:
The patent merges the flight test measurement system with the aircraft's operational monitoring systems. The aeroelasticity measurement sensors are combined with the aircraft's existing structural health monitoring and flight control systems, creating an integrated system that serves multiple functions throughout the aircraft's service life rather than being a temporary test fixture.
Data Source
AI summary
An active wing and lift surface control system for an aircraft is described. The wing and lift surface control system includes an aeroelasticity measurement system configured to provide at least one of real time wing twist measurements and real time measurements of aircraft body bending, at least one actuator mechanically coupled to a control surface of the aircraft, and a control system communicatively coupled to the aeroelasticity measurement system and to the at least one actuator. The control system is operable to receive the measurements from the aeroelasticity measurement system and generate control signals, based on the real time measurements, to operate the at least one actuator to adjust a drag associated with one or more of the wing and the aircraft body.