Variable Camber Flight Control System Cruise Optimization
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Solution Overview
Problem
Aircraft design faces compromises between passenger comfort and aerodynamic efficiency due to opposing requirements for the aircraft angle of attack and associated deck angle during cruise flight, as a more positive angle of attack enhances lift and reduces drag but can discomfort passengers.
Innovation Solution
A variable camber flight control system that allows the aircraft to maintain a higher maximum angle of attack and deck angle for efficiency while reducing the deck angle for comfort, using a dual-mode operation that automatically adjusts flap and aileron deflections based on pilot or passenger input.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Loss of energy
If a more positive aircraft angle of attack and associated deck angle is used, then aerodynamic efficiency is improved (drag is reduced), but passenger comfort deteriorates
Solution Approach 1:
The patent implements a variable camber flight control system that dynamically adjusts the camber of wing sections during cruise flight. The system transitions from a fixed geometric configuration to a dynamically adjustable one, allowing the aircraft to maintain optimal aerodynamic efficiency while keeping the deck angle close to zero for passenger comfort. The variable camber mechanism enables real-time adaptation of wing geometry to maintain lift distribution despite changes in angle of attack.
Solution Approach 2:
The system changes the physical parameter of wing camber (curvature) to decouple the relationship between angle of attack and deck angle. By adjusting camber as a controllable parameter, the aircraft can achieve higher angles of attack for drag reduction without proportionally increasing deck angle, thus resolving the contradiction between aerodynamic efficiency and passenger comfort.
2Force
If a more positive aircraft angle of attack is used, then lift distribution is improved (fuselage generates more lift), but drag reduction is compromised due to increased burden on wings and tailplane
Solution Approach 1:
The variable camber system applies different camber settings to different sections of the wing (spanwise variation). This local optimization allows each wing section to contribute efficiently to lift generation, enabling the fuselage to bear more lift burden without proportionally increasing induced drag. The localized adjustment of camber across the wingspan optimizes the overall lift distribution.
Solution Approach 2:
The dynamic adjustment of camber allows the wing to adapt its lift-generating capability in real-time. When the fuselage generates more lift (at higher angles of attack), the variable camber system adjusts wing sections to maintain optimal lift coefficients, preventing excessive induced drag that would otherwise result from static wing geometry.
3Loss of energy
If variable camber control system is implemented, then aerodynamic efficiency and comfort are balanced, but device complexity increases
Solution Approach 1:
The variable camber flight control system is integrated with the existing flight control architecture, allowing it to serve multiple functions: optimizing aerodynamic efficiency, maintaining passenger comfort, and adapting to different flight conditions. This multi-functionality justifies the added complexity by providing comprehensive performance optimization across various operational scenarios.
Solution Approach 2:
The system incorporates automated control algorithms that independently manage camber adjustments based on flight parameters. This self-service capability reduces the need for complex manual intervention systems and allows the variable camber mechanism to autonomously optimize performance, thereby managing complexity through automation rather than manual control complexity.
Data Source
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AI summary
The disclosed systems and methods for for controlling a variable camber (VC) flight control system (200) of an aircraft (10) in a cruise flight phase, comprising: i) in response to a first input from a user, operating the VC flight control system (200) in a first mode, the first mode configured to operate the aircraft (10) according to a passenger comfort goal, by maintaining a deck angle of the aircraft (10) at a low and substantially constant value; and ii) in response to a second input from the user, operating the VC flight control system (200) in a second mode, the second mode configured to operate the aircraft (10) according to an efficiency goal.