High-speed tiltrotor aircraft having a variable-sweep wing
A variable-sweep wing for a tiltrotor aircraft includes a fuselage link coupled to the fuselage and a pylon link coupled to a pylon. A wing airframe has a root end pivotably coupled to the fuselage link and a tip end pivotably coupled to the pylon link. A driveshaft is coupled between the fuselage link and the pylon link and is positioned within the wing airframe. The driveshaft is operable to transmit torque from the main gearbox to a proprotor gearbox. A crank is coupled between the fuselage link and the pylon link and is positioned within the wing airframe. The fuselage link, the pylon link, the driveshaft and the crank form a linkage such that pivoting the crank relative to the fuselage link causes the wing airframe to shift between a substantially straight wing configuration for low-speed forward flight and a swept wing configuration for high-speed forward flight.
1. A variable-sweep wing for a tiltrotor aircraft having a main gearbox disposed within a fuselage and a proprotor gearbox disposed within a pylon, the variable-sweep wing comprising:
a fuselage link coupled to the fuselage;
a pylon link coupled to the pylon;
a wing airframe having a root end pivotably coupled to the fuselage link and a tip end pivotably coupled to the pylon link, the wing airframe shiftable between a substantially straight wing configuration and a swept wing configuration relative to the fuselage;
a driveshaft coupled between the fuselage link and the pylon link and positioned at least partially within the wing airframe, the driveshaft operable to transmit torque from the main gearbox to the proprotor gearbox; and
a crank coupled between the fuselage link and the pylon link and positioned at least partially within the wing airframe;
wherein, the fuselage link, the pylon link, the driveshaft and the crank form a linkage such that pivoting the crank relative to the fuselage link causes the wing airframe to shift between the substantially straight wing configuration and the swept wing configuration.
2. The variable-sweep wing as recited in claim 1 wherein, the fuselage link is fixed relative to the fuselage.
3. The variable-sweep wing as recited in claim 1 wherein, the wing airframe further comprises a wing box including a forward spar and an aft spar, the driveshaft positioned between the forward and aft spars.
4. The variable-sweep wing as recited in claim 3 wherein, the wing airframe further comprises a plurality of ribs and a wing skin;
wherein, the driveshaft extends through each of the ribs; and
wherein, the crank is positioned aft of the driveshaft within an interior of the wing skin.
5. The variable-sweep wing as recited in claim 1 wherein, the driveshaft and the crank are substantially parallel with each other.
6. The variable-sweep wing as recited in claim 1 wherein, the linkage formed by the fuselage link, the pylon link, the driveshaft and the crank is a four-bar linkage.
7. The variable-sweep wing as recited in claim 1 wherein, the linkage formed by the fuselage link, the pylon link, the driveshaft and the crank is a four-bar parallelogram linkage.
8. The variable-sweep wing as recited in claim 1 wherein, the fuselage has a longitudinal axis and the pylon has a longitudinal axis; and
wherein, the longitudinal axis of the fuselage and the longitudinal axis of the pylon remain substantially parallel with each other when the wing airframe is in the substantially straight wing configuration and when the wing airframe is in the swept wing configuration.
9. The variable-sweep wing as recited in claim 1 further comprising an actuator disposed within the fuselage, the actuator configured to pivot the crank relative to the fuselage link.
10. The variable-sweep wing as recited in claim 9 wherein, the actuator is a linear actuator.
11. The variable-sweep wing as recited in claim 1 further comprising a root gear set coupled to the fuselage link; and
a tip gear set coupled to the pylon link;
wherein, the driveshaft is coupled between the root gear set and the tip gear set;
wherein, the root gear set is operable to transmit torque from the main gearbox to the driveshaft; and
wherein, the tip gear set is operable to transmit torque from the driveshaft to the proprotor gearbox.
12. The variable-sweep wing as recited in claim 11 further comprising an output shaft coupled between the main gearbox and the root gear set; and
an input shaft coupled between the tip gear set and the proprotor gearbox;
wherein, the output shaft is operable to transmit torque from the main gearbox to the root gear set; and
wherein, the input shaft is operable to transmit torque from the tip gear set to the proprotor gearbox.
13. The variable-sweep wing as recited in claim 11 wherein, the root gear set is a bevel gear set; and
wherein, the tip gear set is a bevel gear set.
14. A tiltrotor aircraft having a low-speed forward flight mode and a high-speed forward flight mode, the tiltrotor aircraft comprising:
a fuselage;
a main gearbox disposed within the fuselage;
a fuselage link coupled to the fuselage;
a pylon;
a proprotor gearbox disposed within the pylon;
a pylon link coupled to the pylon;
a wing airframe having a root end pivotably coupled to the fuselage link and a tip end pivotably coupled to the pylon link, the wing airframe shiftable between a substantially straight wing configuration and a swept wing configuration relative to the fuselage;
a driveshaft coupled between the fuselage link and the pylon link and positioned at least partially within the wing airframe, the driveshaft operable to transmit torque from the main gearbox to the proprotor gearbox; and
a crank coupled between the fuselage link and the pylon link and positioned at least partially within the wing airframe;
wherein, the fuselage link, the pylon link, the driveshaft and the crank form a linkage such that pivoting the crank relative to the fuselage link causes the wing airframe to shift between the substantially straight wing configuration for the low-speed forward flight mode and the swept wing configuration for the high-speed forward flight mode.
15. The tiltrotor aircraft as recited in claim 14 further comprising:
a lift engine disposed within the fuselage and operably coupled to the main gearbox; and
a thrust engine disposed within the fuselage.
16. The tiltrotor aircraft as recited in claim 14 wherein, the tiltrotor aircraft has a vertical takeoff and landing flight mode in which the wing airframe is in the substantially straight wing configuration.
17. The tiltrotor aircraft as recited in claim 14 wherein, the tiltrotor aircraft has a rotary forward flight mode in which the wing airframe is in the substantially straight wing configuration.
18. The tiltrotor aircraft as recited in claim 14 wherein, the tiltrotor aircraft has a plurality of non-rotary forward flight modes including the low-speed forward flight mode and the high-speed forward flight mode.
19. The tiltrotor aircraft as recited in claim 14 wherein, in the high-speed forward flight mode, the tiltrotor aircraft is configured for a forward airspeed that exceeds a maximum forward airspeed limited by proprotor aeroelastic instability in a rotary forward flight mode.
20. A tiltrotor aircraft having a vertical takeoff and landing flight mode, a rotary forward flight mode, a low-speed non-rotary forward flight mode and a high-speed non-rotary forward flight mode, the tiltrotor aircraft comprising:
a fuselage;
a wing pivotably coupled to the fuselage, the wing having first and second outboard ends, the wing shiftable between a substantially straight wing configuration and a swept wing configuration relative to the fuselage;
first and second pylon assemblies operably coupled to the wing proximate the first and second outboard ends, respectively; and
first and second proprotor assemblies operably coupled to the first and second pylon assemblies, respectively;
wherein, in the vertical takeoff and landing flight mode, the first and second proprotor assemblies rotate in a substantially horizontal plane and the wing is in the substantially straight wing configuration;
wherein, in the rotary forward flight mode, the first and second proprotor assemblies rotate in a substantially vertical plane and the wing is in the substantially straight wing configuration;
wherein, in the low-speed non-rotary forward flight mode, the first and second proprotor assemblies are non-rotating and the wing is in the substantially straight wing configuration; and
wherein, in the high-speed non-rotary forward flight mode, the first and second proprotor assemblies are non-rotating and the wing is in the swept wing configuration.