Winglet Cant Angle Design for Airport Gate Compliance
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Solution Overview
Problem
Designing wing tip devices for high-span aircraft poses challenges, particularly in meeting airport compatibility gate limits while optimizing the winglet's position and length under varying load conditions.
Innovation Solution
The winglet design considers the worst-case static loading conditions, ensuring the winglet tip is at the maximum spanwise extent, and incorporates a canted wing-like region in the no-load condition to achieve a longer unrolled length.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Length of moving object
If the winglet is designed to have maximum spanwise extent under no-load conditions, then the winglet length is maximized for aerodynamic performance, but the span exceeds airport gate limits under worst-case static loading
Solution Approach 1:
The patent applies parameter changes by designing the winglet with a specific cant angle (10-20 degrees) and incorporating a transition region with changing curvature that allows the winglet to deflect from its no-load configuration to a loaded configuration. This changes the spatial parameters of the winglet under different loading conditions, enabling it to meet gate limits when loaded while maintaining optimal aerodynamic shape when unloaded.
Solution Approach 2:
The patent applies preliminary action by pre-designing the winglet's geometric parameters (cant angle, transition region curvature) during the manufacturing phase so that under worst-case static loading, the winglet naturally deflects to a position that complies with airport gate limits. This preliminary geometric design ensures compliance without requiring active control systems.
2Adaptability or versatility
If the winglet is designed to comply with airport gate limits under worst-case static loading, then span compliance is achieved, but the winglet unrolled length is reduced compromising aerodynamic performance
Solution Approach 1:
The patent uses parameter changes to define the transition region with specific curvature characteristics that allow the winglet to achieve the required deflection under loading. By carefully controlling the curvature change in the transition region, the winglet can comply with gate limits while minimizing the reduction in effective aerodynamic length.
Solution Approach 2:
The patent segments the winglet into distinct regions: a root region, a transition region with changing curvature, and a tip region. This segmentation allows each region to be optimized independently - the transition region handles the deflection requirement for gate compliance, while the tip region maintains the aerodynamic shape for performance.
3Adaptability or versatility
If a moveable wing tip device is used to adjust span, then adaptability to different operating conditions is improved, but device complexity increases
Solution Approach 1:
The patent applies self-service by designing the winglet to automatically adjust its effective span through elastic deflection in response to loading conditions. The winglet structure itself serves the function of span adjustment without requiring external actuators, control systems, or complex mechanical mechanisms, thereby maintaining structural simplicity while achieving adaptability.
4Adaptability or versatility
If both upper and lower winglets are provided to maintain span under loading, then span compliance is improved, but device complexity and manufacturing cost increase
Solution Approach 1:
The patent extracts the span maintenance function from a complex multi-element winglet structure and implements it through a single optimized upper winglet with a specifically designed transition region. By removing the lower winglet element and concentrating the span control function in the upper winglet's elastic transition region, the design achieves span compliance with reduced structural complexity and manufacturing cost.
Data Source
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AI summary
An aircraft (5) comprising a wing (3) and a winglet (1) at the end of the wing, the winglet comprising: a root (7); a tip (9); a transition region (11) extending away from the root; and a wing-like region (13) extending from the distal end of the transition region to the tip. When the aircraft wing (3) is under the worst-case static loading, the tip of the winglet is located at the maximum spanwise extent of the winglet (1), but when the aircraft wing (3) is under the no-load condition, the wing-like region (13) is canted inboard such that the tip (9) of the winglet (1) is located inboard of the maximum spanwise extent of the winglet.