Abstract:
Segmented spoilers are parallel arrays of individually-extended barrier surfaces, such as rotatable eccentrically-mounted disks. The overlapping surface areas extend through a slot on a aircraft surface. When actuated, a segmented array generates a stiff, extendable, profiled spoiler-barrier. The individual surface areas are power-activated from below the airfoil surface according to motor commands from autopilots, operators, sensors and computers. Disk spoiler systems provide very rapid generation and retreat of controllable height barriers. The management of Bernoulli lift phenomenon with disk spoilers has unique use on an aircraft&#39;s nose, along the top of its wings, on the forward surfaces of horizontal and vertical stabilizers and within the intake sections of gas turbine aircraft engines. Disks are rotated by electric rotor-positioning motors and aircraft-powered axial force systems.

Description:
CROSS-REFERENCES TO RELATED APPLICATION 
     U.S. Pat. No. 5,445,346 Aircraft Tail Surface Spoilers and U.S. Pat. No. 5,458,304 Disk Spoiler System Ser. No. 08/302,275 Stress Damper, now abandoned, Ser. No. 08/296,668 Radial Force Spoiler 
     Statement as to rights to invention made under federally-sponsored research and development: None 
     BACKGROUND OF THE INVENTION 
     A Stanford University author, I. M. Kroo reports that the quest for energy-efficient aircraft has renewed interest in canard configurations. These forward mounted airfoils, when used on rockets brings radially controllable forces to the front of an airframe (Ref: Journal of Aircraft Vol. 19 No. 9 1982 pp 792-793 and citation 155 of PB94-867116 of Dept. of Commerce NTIS.) 
     The Lockheed Electronics Company has developed an on-Board Structural Computer (OBSC) that monitors cyclic stresses on critical aircraft components. The system consists of an on-board processor that collects and processes data from strain gauges and from the aircraft&#39;s existing airspeed, altitude and vertical acceleration transducers (Ref: Citation 22 of PB94-8677116 NTIS) 
     The Information Services in Mechanical Engineering Database (ref: PB94-876851 of NTIS) cite 27 articles dealing with unwanted oscillation in aircraft from their selected technical journals, books and published proceedings. Unwanted oscillations contribute to excessive vibration, stress damage and fuel consumption. 
     Spoilers are little-mentioned in this selection of airfoil information from academic and research journals. However, lift-killing spoilers are used extensively to influence aircraft attitude and to manage flight energy. 
     Spoilers with manual adjustment are common control features for sport gliders (U.S. Pat. No. 2,410,855 Koppen). Power-actuated spoilers larger aircraft (U.S. Pat. No. 3,618,878) are also common. Hydraulically-actuated hinge-spoilers kill lift to quicken altitude descents without overspeed, and to shorten ground braking distance. 
     Spoilers provide easy access to energy in Bernoulli lift forces. Whenever airfoil shapes accelerate the air passing them, resistance incurred by the acceleration induces a force vector that is perpendicular (normal) to accelerated airflow. Spoiler action puts an airfoil barrier to acceleration. Ser. No. 07/935,284, now U.S. Pat. No. 5,495,396, uses spoilers to moderate and release fields of force that are perpendicular (normal) to observed airflow. e.g. Killing lift on one surface of a symmetrical airfoils releases normal force from the other surface. 
     A problem in full utilization of the force-releasing capability of spoilers is that they are too slow and too big. The usual mass, axis-of-rotation and actuating means for a spoiler&#39;s large surface area makes it actuating frequency too slow to be useful in damping Karman and other oscillations. 
     A related problem for quickly acting spoilers is an appropriate feedback sensing and data processing means to make a rapid spoiler useful. 
     A geometry problem in full utilization of Bernoulli lift effect of spoilers is that they are not curved. For instance, movement of the near-spherical nose section of subsonic aircraft invests instant energy in accelerating air particles over curved rings of expanding airfoil cross section. These balanced lift forces of Bernoulli physics are not presently used to augment flying-speed control of aircraft attitude or to minimize structural loads in aircraft. 
     SUMMARY OF THE INVENTION 
     A spoiler for airfoil surfaces is comprises of multiple, segmented carrier surfaces that extend through an airfoil slot to form a composite barrier having multiple height patterns. 
     The segmented barrier surfaces are individually positioned according to motor-drive timing and amplitude. Segmented surfaces include overlapping rotary disks and parallel sliding plates. 
     Spoiler segments are shaped to generate convex arcs for installation on an aircraft&#39;s nose surface, straight lines for cantilever airfoil surfaces, and concave arcs for the intake airfoil of jet engines. A data processor interprets autopilot and other sensor data into instructions for positioning-motors. 
     Small, fast-acting segmented spoiler elements are coupled with strain-gage data to reduce airframe oscillation. Nose-mounted arcs of spoilers augment elevator and rudder forces to reduce structural strain from bending moments to change attitude of a long narrow fuselage. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a chart of aircraft disk-spoiler applications. 
     FIG. 2 is a sketch of a slot and disk with electric motor drive and motor controller. 
     A=Motor (FIG. 1-J3) 
     B=Power Input Conductors 
     C1=Barrier-Segment Surface, (FIG. 1-J2) 
     D=Shaft 
     E=Base, connecting motor to airframe 
     K3=Motor Controller 
     W=Airfoil Surface Spoiler Slot Aperture (FIG. 1-J1) 
     Y=Airfoil Surface 
     FIG. 3 is a surface profile of a disk. 
     P=Overlap Seal 
     C2=Rotatable plate surface 
     D2=Center of disk plate rotation 
     R=Radius of distance from shaft to edge of plate 
     S=Flat Edge-surfaces 
     FIG. 4 is a disk spoiler array, with common mechanical drive. 
     D=Shaft, side 
     F=Tension Cable 
     H=Sprocket Rotators 
     J=Bearing 
     T=Tension Belts 
     G=Spring Bias 
     FIG. 5 is a linear motor with disk and relay. 
     FIG. 6 is a straight array of extended disks with multiple electric positioning motors. 
     FIG. 7 is a convex array of disks. 
     FIG. 8 is a concave array of disks. 
     FIG. 9 is a front and plan view of an airplane with spoiler locations. 
     C4=Horizontal Stabilizer 
     D2=Vertical Stabilizer 
     E5=Segmented Spoilers on Forward Surface of Wings 
     F1=Arc Segment Spoilers (Convex) 
     G1=Arc Segment Spoilers (Concave) 
     H1=Strain Transducer on rudder {see FIG. 1-S1 circuit to 1-H} 
     H2=Strain Transducer on wings {see FIG. 1-S2 circuit to 1-H} 
     H3=Strain Transducers on fuselage {see FIG. 1-S3 circuit to 
     FIG. 10 is a front and plan view of an airplane nose surface with arc-slot {FIG. 7Y, 8Y, 13W, 17W} spoiler locations. 
     FIG. 11 is a disk array at 4 barrier heights in 30 degree steps. 
     1=No barrier above airfoil surface (Y) 
     2=Barrier height is overlap surface function at 30 degree rotation 
     3=Barrier height is overlap surface function at 60 degree rotation 
     4=Barrier height is overlap surface function at 90 degree rotation 
     5=Barrier height is overlap surface function at 120 degree rotation 
     FIG. 12 is an application of a convex slot on an aircraft nose. 
     C=Spoiler-barrier surface 
     FIG. 13 is a profile of parallel sliding plate spoiler segments arranged to generate a convex barrier. 
     C3=Sliding plate 
     L=Eccentrically mounted shaft extension 
     M=Plate Slot 
     FIG. 14 is a profile of slider spoiler segments arranged to generate a concave barrier. 
     FIG. 15 is a slider assembly having a convex segmented surface. 
     FIG. 16 is a sketch of a slot and slider with electric motor drive and motor controller. 
     K=Computer assembly 
     FIG. 17 is a set of spoiler segments in a concave airfoil. 
     Z=Engine intake airfoil 
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Segmented spoiler barrier surfaces (FIGS. 6C &amp; 13C) extend through an airfoil slot (FIGS. 2W, 4W, 12W, 13W, 15W &amp; 17W) to form a composite barrier having multiple height (FIG. 11-1, 2, 3, 4, 5) patterns. Segmented surfaces include overlapping rotatable disks (FIGS. 6C2, 7C2, 8C2) and parallel sliding plates (FIGS. 13C3, 14C3). 
     Barrier-spoiler segments (FIG. 7) of a common surface slot aperture (FIG. 6W) are shaped to generate convex arcs (FIGS. 7C2 &amp; 12C2). Their multiple installation on an aircraft&#39;s convex nose surface (FIG. 9F1, 10Y &amp; 12Y) provides a ring-line of spoiler-arcs (FIG. 10C2). 
     Barrier-spoiler segments (FIG. 11-1) of a flat common surface slot aperture (FIGS. 4C &amp; 6C) are installed in a straight line along the forward areas of cantilever airfoil surfaces (FIGS. 9E5 &amp; 9C4). 
     Barrier-spoiler segments (FIG. 8) within a common surface slot aperture are shaped to generate concave arcs (FIG. 8C2 &amp; 17C2). A line of these arcs generate a concave ring-line of spoiler-arcs for the intake airfoil of jet engines (FIG. 9G1 &amp; 17Z). 
     Parallel sliding plates (FIGS. 13C3, 14C3, 15C3 &amp; 16J2) are arranged within individual surface-slots and bearings to match straight, convex and concave airfoils. 
     A data processor (FIG. 1-(K4) connects to the autopilot (FIGS. 1-(A2) &amp; 16A2) and to strain transducers (FIG. 1-(H)). A feedback circuit communicates sensed data into instructions that pass through circuits to motor-controllers (FIGS. 1-(K3), 2K3, 5K3 &amp; 15K3). 
     Individual disks of an arc spoiler barrier (FIG. 1-(J2)) pass through a spoiler arc-slot (FIG. 1-(J1)) as they are rotated by spoiler actuators (FIG. 1-(J3)) electrically connected to motor controllers. Nose-mounted arcs of spoilers (FIG. 7, 10, 12) react through actuators (FIG. 1-(J3)), driven by motor controllers (FIG. 1-(K3)), whose power conditioning means (FIG. 1-(K2)) interprets feedback signals (FIG. 1-(01)) from strain transducers (FIG. 1-(H1)) located (FIG. 1-(S3)) on the fuselage (FIG. 1-(F)). 
     Actuation of spoiler barriers, within a multiple arc-slot (FIG. 10C), along a ring array at the aircraft nose, selectively kills a portion of balanced radial Bernoulli-effect forces to augment elevator and rudder forces, and reduce structural stress forces from bending moments of a long narrow fuselage. 
     Thus, input signals from fuselage-mounted strain-transducers (FIG. 1(H1) &amp; 9H3), connect to circuits which actuate segments of the nose-mounted barrier arcs (FIG. 1(J1)). Computer apparatus (FIG. 1(K)), also in the circuit, drives the spoilers to reduce structural strain from unexpected turbulence. 
     Details of Preferred Embodiment 
     A plate with flat surface, e.g. &#34;disk&#34;, (FIGS. 2C1, 5C1) is a segment of barrier surface (FIG. 3C2) whose center of rotation (FIG. 3D2) is eccentric: near one end of the segment&#39;s face surface (FIG. 3C2); whose edges are at an increasing radius (FIG. 3R) from the shaft center (FIG. 3D2); and is attached at right angles to a first end of a shaft (FIGS. 2D, 4D, 5D &amp; 6D). 
     The shaft (FIG. 4D) is oriented by rotary bearings (FIG. 4J), attached to a host airframe, to be a motion transmitting axis of rotation which is parallel (FIG. 6D vs 6Y) to an airfoil (FIGS. 2Y, 4Y, 6Y, 12Y, 13Y, 14Y, 16Y &amp; 17Y) and approximately parallel to in-flight airflow. 
     A slot aperture (FIGS. 1-(J1), 2W, &amp; 4W) is formed through the airfoil surface (FIG. 4Y) and is approximately perpendicular (FIG. 9E5) to airstream direction. Airframe structure (FIGS. 1-(E) &amp; 1-(F)) hold motors and bearings (FIGS. 2E &amp; 4E) beside airfoil surfaces (FIGS. 2Y &amp; 4Y) and in alignment with the path of shaft-mounted disks (FIGS. 4Cl &amp; 6C1). 
     Multiple, overlapping, stiff-plate disks (FIGS. 4C, 6C, 7C, 8C, 11C, 12C, &amp; 17C) rotate through a common slots to generate a composite spoiler-barrier (FIG. 1-(J2)) within a single slot (FIG. 4W, 6W, 12W &amp; 17W), having multiple heights (FIG. 11: 1-5), dependent upon each disk&#39;s (FIG. 2 &amp; 6) angular rotation. 
     An overlap seal (FIG. 3P) extends to make-smooth the top surface of the slot aperture at zero rotation. A segment of the disk&#39;s edge provides an ever-increasing radius (FIG. 3R) of a series of flat edge surfaces (FIG. 3S) which generate a near-flat barrier top at selected angles of eccentrically-centered barrier segment disk rotation. 
     Multiple, overlapping, stiff-plates rotate through a plurality of common slots to generate a barrier array (FIGS. 9E5, 9F1 &amp; 9C1), each barrier segment having multiple heights, dependent upon the disk-plate&#39;s angular rotation (FIG. 11: 1-5). 
     Power means (FIG. 1-(J3) to actuate individual disk spoilers include individual electric motors (FIGS. 2A, 5A, 6A, 15A &amp; 16A), electric motors driving multiple disks (FIGS. 4A), aircraft system cables (FIG. 4F) and cables (4F) to overriding manual handles. 
     Positioning motors (FIG. 4A) connect to multiple disk shafts through synchronizing means such as sprocket rotators (FIG. 4H) with non-slip tension-belts (FIG. 4T). 
     Spoiler actuators (FIG. 1-(J3)) communicate angular motion to swing disks (FIG. 2C, 3C &amp; 4C) from their hidden position (FIG. 11-1Y) below a slot surface (FIGS. 7Y &amp; 8Y) into a multi-disk barrier (FIG. 6C). Angular rotation determines height levels (FIGS. 11-2 through 11-5). 
     Data-processors (FIG. 1-(K3), 2K3, 5K3, 15K3 &amp; 16K3) and motor controllers comprise circuits for communication of powered instructions (FIGS. 2B &amp; 5B) to a positioning motor (FIGS. 2A &amp; 15A). 
     Electric stepper motors (FIGS. 2A &amp; 6A) use controllers (FIGS. 1-(K3) &amp; 2-(K3)) to condition the phase angle of power sent to the motors. Their tight control over sustained patterns of barrier height recommends them. 
     The simple &#34;bang-bang&#34; minimum-weight, single-lead pulser DC motors (FIG. 5J3) are spring biased (FIG. 5G) with power-timing and duration as the height-controlling parameter. 
     Aircraft motor-driven positioning cables offer a mechanical override power means (FIG. 4F) for synchronizing movement of segmented lines of wing surface spoilers (FIG. 9E5) with ailerons. Similarly, aircraft control communication (FIGS. 1-(A1) &amp; 1-(A1) &amp; 1-(A2)) with tail surfaces (FIGS. 1-(C3) &amp; 1-(D1)) offers a source of actuation instruction to nose spoilers (FIG. 1-(F1)). 
     Rotational instruction for electronic-driven spoiler-actuators (FIG. 1-(J3)) are processed by computer (FIG. 1-(K)) with software algorithms (FIG. 1-(K)1) and amplified through output communication means (FIG. 1-(K2)). 
     Control of aircraft attitude characteristically is communicated through autopilot circuits (FIG. 1-(A2)) to actuate powered control systems (FIGS. 1-(C), 1-(D) &amp; 1-(E)). A communication channel (FIG. 1-(P4)) links the autopilot with a spoiler-controlling computer (FIG. 1-(K)). 
     Individual disks (FIG. 2C), rotated in a contiguous group comprise a barrier (FIG. 1J2) perpendicular to its airfoil surface of a common slot aperture, with individually controllable height patterns. A line of slot apertures along the forward surfaces of cantilever airfoils (FIG. 9E5) (FIG. 1-(J1)), such as wings (FIG. 1-(E)) and elevators (FIG. 1-(C)), is a stress-relieving apparatus when feedback from sensors passes through data-processors to computer-managed actuating motors. 
     Strain sensors (FIG. 1-(H1)), permanently affixed to aircraft structures and surfaces provide strain data (FIG. 1-(L1)) through a connecting circuit to data processors (FIG. 1-(K4)). The data processors connect (FIG. 1-(S2)) with power conditioners, structural stress control (FIG. 1-N1)) modules and spoiler actuators (FIG. 1-J3)) in a feedback circuit. These feedback circuits define instant positions of spoiler segments (FIG. 1-(J2), 2B, 4A &amp; 5A) and contribute to their fast-reaction. 
     The strain transducers (FIG. 1-(H1)) are installed on the cantilevered airfoil surfaces of wing and elevator, in a line near the center of the surfaces (FIG. 9H2). Resulting strain data describes wing-structure oscillation. Circuit connections (FIG. 1-S2)) link structural stress control modules (FIG. 1-(N1)) with data processors (FIG. 1-(IK4)) and communicate conditioned power through motor controllers (FIG. 1-(K3)) to selected spoiler segment actuators (FIG. 1-(J3)). 
     Computer data processors (FIG. 1-(K4)) direct amplitude of individual spoiler actuators (FIG. 1-(J3)), using software algorithms (FIG. 1-(K1)) with combined inputs from autopilot (FIG. 1-(A2)), other pilot sensors (FIG. 1-(A1)) and strain transducers. 
     Bernoulli-force reaction from the small, fast-acting spoiler segments (FIGS. 2C1, 3C2, 13C3), when coupled with feedback data from strain-transducers (FIGS. 1-(H) &amp; 9H3), reduces or kills structural strain from unnecessary oscillating, bending moments of aircraft cantilever airfoil structures e.g. wings (FIG. 1-(E)), elevators (FIG. 1-(C)), and rudder (FIG. 1-(D)). 
     Wing-emplaced strain-transducers (FIG. 1(H1) &amp; 9H2), plus feedback circuits (FIG. 1-(S2)) communicate strain data to a position data processor (FIG. 1-(K4)) and motor controllers for individual spoiler segment actuators (FIG. 1-(J3)) within a line of wing spoilers (FIG. 9-E5). 
     (Fast reacting spoiler motion, based on computer interpretation of strain patterns, will extend airframe life.) 
     As sensors (FIG. 1H) report strains of flight operations and strains from Karman oscillations, rapid-reacting spoiler segments temporarily interrupt laminar flow patterns on one surface of the aircraft to release pressure induced by 
     Bernoulli effect on a mirror image part of the symmetrically-designed aircraft. The disk spoiler provides an indirect means of applying short bursts of force, normal to the path of a flying aircraft and its structural components. 
     New locations for spoilers include placement of convex slots onto aircraft nose surfaces (FIGS. 11(F1), 9F1 &amp; 12Y) as a means to timely reduce forces that flex a fuselage in both operation and oscillation modes. On-board computers (FIG. 1-(K)) instruct nose-spoiler actuators (FIG. 1-(J3)), based on instant data received from strain-gage transducers (FIG. 1-(H)), permanently installed on the fuselage (FIG. 9H3); and also based on autopilot (FIG. 1-(A2)) attitude control signals, combined to minimize structural stresses of the immediate future. 
     Conventional wing-mounted airfoil locations for spoilers (FIG. 1-(E3) and 1-(E4)) are modified by placing them on the forward airfoil surfaces (FIGS. 9E5 &amp; 9C1) to permit segmented spoiler forces to damp wing oscillating patterns, based on feedback from strain transducers (FIG. 1-(H1), 1-(E)/S2 &amp; 9H2). 
     An additional disk spoiler application is its location, in groups within the jets engine&#39;s intake duct (FIG. 1-(G1) &amp; 17Y). This unusual spoiler location permit normal Bernoulli forces from surfaces opposite an extended disk or plate segmented spoiler to be released in response to anticipated change in aircraft attitude, and in response to force-oscillations that are generated in structures whose materials are elastic. 
     Very old approaches to aircraft attitude control extend tension members to force-generating surfaces at the ends of an airframe. Thus, a tension cable (FIG. 4F) and reverse spring bias (FIG. 4G), connect with non-slip tension-belts (FIG. 4T) to communicate with cockpit control (FIG. A3) means for manual and other mechanical actuation of spoilers on wing and tail surfaces.