Wing load alleviation structure
A wing load alleviation structure for use on an aircraft, comprising a front spar, wherein the front spar includes a plurality of alternating rigid spar structures and inflatable spar structures; and a rear spar, wherein the rear spar includes a plurality of alternating rigid spar structures and pivot joints, such that when a load is applied to the front and rear spars, deflection of each of the front and rear spars continues at a first rate until a critical load is reached, and then as the loading increases, deflection of each of the front and rear spars continues at a second rate.
1. A wing structure for use on an aircraft, comprising:
a front spar, wherein the front spar includes
at least one rigid front spar structure and at least one inflatable spar structure positioned inboard of the at least one rigid front spar structure; and
a rear spar, wherein the rear spar includes
at least one rigid rear spar structure and a pivot joint positioned inboard of the at least one rigid spar structure.
2. The wing structure for use on an aircraft according to claim 1 , wherein,
when a load is applied to the wing structure, for a first range of load values, deflection occurs for each of the at least one rigid front spar and each of the at least one rigid rear spar within a first range of deflection values, and
for a second range of load values, deflection occurs for each of the at least one rigid front spar and the at least one rigid rear spar within a second range of deflection values, such that
a minimum ratio of load values to deflection values within the first range of deflection values is greater than a maximum ratio of load values to deflection values within the second range of deflection values.
3. The wing structure according to claim 2 wherein
within the first range of load values, a first ratio of load values to deflection values is substantially constant,
within the second range of load values, a second ratio of load values to deflection values is substantially constant.
4. The wing structure according to claim 2 , wherein
the second range of deflection values corresponds to a range of load values within which a metal spar would bend.
5. The wing structure according to claim 2 , wherein
the second range of deflection values corresponds to a range of load values within which a spar built from composite materials would break.
6. The wing structure according to claim 1 , wherein
the at least one inflatable spar structure is positioned at between about 25% and 75% of a distance from a fuselage of the aircraft to a wing tip of the wing structure.
7. The wing structure according to claim 1 , wherein
the at least one inflatable spar structure is positioned at about 50% of a distance from a fuselage of the aircraft to a wing tip of the wing structure.
8. The wing structure according to claim 1 , wherein
a number of inflatable spar structures of the front spar and a number of rear pivot joints of the rear spar are equal, such that for each of the front inflatable spar structures there is a corresponding one of the rear pivot joints, and further wherein,
each rear pivot joint of the rear spar is located at a first position that is substantially perpendicular from its corresponding inflatable spar structure of the front spar.
9. The wing structure according to claim 8 , wherein
an effective hinge line is formed by each inflatable spar structure and corresponding pivot joint, such that
when deflection occurs, each of an outermost front rigid spar and an outermost rigid rear spar bends about the effective hinge line.
10. The wing structure according to claim 9 , wherein
the effective hinge line is formed at an angle of between about 0° and 45° with respect to the effective hinge line when the pivot joint is positioned at the first position.
11. The wing structure according to claim 9 , wherein
the effective hinge line is formed at an angle of about 30° with respect to the effective hinge line when the pivot joint is positioned at the first position.
12. The wing structure according to claim 1 , wherein
when an applied load on the wing structure exceeds a predetermined minimum threshold,
the at least one inflatable spar structure and the at least one pivot joint are configured to bend substantially similarly, and thus to twist an outermost rigid front spar and an outermost rigid rear spar,
such that the outermost front rigid spar of the wing structure has a lower elevation than the outermost rigid rear spar of the wing structure.
13. The wing structure according to claim 2 , wherein
when the load is reduced from a first value within the second range of load values to a second value within the first range of load values, the wing structure recovers to an original form.
14. An aircraft, comprising:
a fuselage;
at least one vertical control surface appended to the fuselage;
at least one horizontal control surface appended to the fuselage; and
a wing structure having (i) a first portion and (ii) a second portion which is closer to the fuselage that the first portion,
a hinge coupled to the wing structure and configured such that the first portion of the wing structure elastically deforms upward under a sufficient airflow bending load to a first deformation point, such that the first portion of the wing structure generates reduced lift while deformed, and wherein when the sufficient airflow bending load is removed, the wing structure is configured to restore itself to its original shape, and
wherein the hinge is also configured such that, when the first portion is elastically deformed under the sufficient airflow bending load, an angle of attack of the first portion with respect to the airflow is reduced by moving a leading edge of the first portion lower with respect to a trailing edge of the first portion, subsequently reducing lift.
15. The aircraft according to claim 14 , wherein
the wing structure can deform and restore itself multiple times without breaking or failing permanently.
16. The aircraft according to claim 14 , wherein the first portion of the wing structure comprises:
a substantially flexible component joined to the fuselage; and
a substantially stiff component joined to the substantially flexible component.
17. The aircraft according to claim 16 , wherein the substantially flexible component comprises:
a pneumatic structure, filled with a gas.
18. The aircraft according to claim 17 , wherein the pneumatic structure comprises:
an inflatable spar structure.
19. The aircraft according to claim 16 , wherein the substantially flexible component structure comprises:
a flexible apparatus, configured to flex in at least two directions.
20. The aircraft according to claim 14 further comprising:
a motor driven apparatus configured to restore the first portion of the wing structure to its original shape in the absence of the sufficient bending moment.
21. An aircraft, comprising:
a fuselage;
at least one vertical control surface appended to the fuselage;
at least one horizontal control surface appended to the fuselage;
a right wing structure for use on the aircraft, wherein the right wing structures includes
a front spar, wherein the front spar includes
at least two front right rigid spar structures and an inflatable right spar structure positioned between the at least two front right rigid front spar structures, and
a rear spar, wherein the rear spar includes
at least two rear right rigid spar structures and a pivot joint positioned between the at least two rear right rigid rear spar structures;
a centerline inflatable spar structure, positioned over a centerline of the aircraft, wherein
a right side of the centerline inflatable spar structure is attached to a most inboard front right rigid spar structure; and
a left wing structure for use on the aircraft, wherein the left wing structures includes
a front spar, wherein the front spar includes
at least two front left rigid spar structures and an inflatable left spar structure positioned between the at least two front left rigid front spar structures, and
a rear spar, wherein the rear spar includes
at least two rear left rigid spar structures and a pivot joint positioned between the at least two rear left rigid rear spar structures, and wherein
a left side of the centerline inflatable spar structure is attached to a most inboard front left rigid spar structure.
22. The wing structure for use on an aircraft according to claim 21 , wherein,
when a load is applied to the wing structure, for a first range of load values, deflection occurs for each of the at least one rigid front spar and each of the at least one rigid rear spar within a first range of deflection values, and
for a second range of load values, deflection occurs for each of the at least one rigid front spar and the at least one rigid rear spar within a second range of deflection values, such that
a minimum ratio of load values to deflection values within the first range of deflection values is greater than a maximum ratio of load values to deflection values within the second range of deflection values.
23. The wing structure according to claim 22 wherein
within the first range of load values, a first ratio of load values to deflection values is substantially constant, and
within the second range of load values, a second ratio of load values to deflection values is substantially constant.
24. The wing structure according to claim 22 , wherein
the second range of deflection values corresponds to a range of load values within which a metal spar would bend.
25. The wing structure according to claim 22 , wherein
the second range of deflection values corresponds to a range of load values within which a spar built from composite materials would break.
26. The wing structure according to claim 21 , wherein
the at least one inflatable spar structure is positioned at between about 25% and 75% of a distance from a fuselage of the aircraft to a wing tip of the wing structure.
27. The wing structure according to claim 21 , wherein
the at least one inflatable spar structure is positioned at about 50% of a distance from a fuselage of the aircraft to a wing tip of the wing structure.