Aircraft Body Tab Yaw Deflector Common Shaft Mechanism
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Solution Overview
Problem
Existing aircraft yaw control systems face challenges in efficiently managing side-to-side movements during flight, requiring effective countermeasures to aerodynamic forces without compromising aerodynamic performance or increasing structural weight.
Innovation Solution
The implementation of a yaw control device with first and second deflectors coupled to a common shaft, positioned proximate to the wingtip or wing-body junction, which pivot to open positions to counteract yaw moments while maintaining continuous leading and trailing edges, reducing the need for separate actuators and minimizing structural weight.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Measurement precision
If separate actuators are used for each deflector, then individual control precision is improved, but device complexity and weight increase
Solution Approach 1:
The patent combines multiple deflector actuators into a single common shaft mechanism. The first deflector on the left wing and the second deflector on the right wing are both coupled to the same common shaft, allowing one actuator to control both deflectors simultaneously. This merging approach reduces the number of actuators from two to one, thereby reducing device complexity and weight while maintaining synchronized control of both deflectors for yaw control functionality.
2Force
If deflectors are positioned at the wingtip, then yaw control effectiveness is improved, but structural weight and complexity increase
Solution Approach 1:
The common shaft mechanism serves multiple functions: it acts as both the actuation mechanism for the deflectors and the structural support element. By using the common shaft as a multi-functional component that provides both actuation and structural support, the patent eliminates the need for separate structural supports, thereby reducing structural weight while maintaining yaw control effectiveness at the wingtip position.
3Reliability
If continuous leading and trailing edges are maintained, then aerodynamic performance is improved, but device complexity increases
Solution Approach 1:
The deflectors are nested within the wing structure such that when in the closed position, they are flush with the wing surface, maintaining continuous leading and trailing edges. The first deflector is positioned at the left wingtip and the second deflector at the right wingtip, both nested within their respective wing structures. This nesting approach allows the deflectors to be integrated into the wing geometry, maintaining edge continuity and aerodynamic performance without requiring complex external mechanisms.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration enhances aerodynamic performance, allows for more fuel storage, reduces structural weight, and provides a stiffer wing structure by minimizing aerodynamic moments and hinge moments, enabling efficient yaw control without adverse interactions with trailing edge control devices.
Implementation Method 1
During flight, a yawing moment may be exerted on an aircraft. The moment may cause a side-to-side movement of the aircraft's nose.
Implementation Method 2
a smaller actuator load may be used to actuate the deflectors of the yaw control device because the deflectors may be coupled to a common shaft. By coupling the deflectors to a common shaft, the aerodynamic moment about the shaft may be minimized due to opposing forces from the deflectors.
Data Source
AI summary
In one embodiment, an apparatus includes a first deflector configured to couple to a shaft of an aircraft. The first deflector may form part of a top surface of the aircraft when in a first closed position. The apparatus may further include a second deflector configured to couple to the shaft and form part of a bottom surface of the aircraft when in a second closed position. The first deflector and the second deflector may be configured to be positioned at a junction of a body of the aircraft and a wing of the aircraft. The first deflector and the second deflector may be configured to simultaneously pivot from the closed positions to respective first and second open positions upon actuation of the shaft.