Abstract:
A dual channel wing for an aircraft, comprising an inboard and an outboard portion, wherein each portion comprises a channel wing section. Each channel may include a propulsor and the propulsors of each of the channels may be offset relative to one another in the chordwise direction of the wing. The wing may be foldable upon itself about a chordwise axis such that the inboard and outboard channels overlap. At least one dual channel wing may also be located on an aerocar.

Description:
BACKGROUND 
     The present disclosure pertains to a vehicle that can be flown as a fixed wing aircraft and driven as a land vehicle; more specifically, the present disclosure is directed to a channel wing architecture therefor. 
     Flying has always been a dream central to the history of humanity. An aerocar or roadable aircraft is defined as a vehicle that may be driven on roads as well as takeoff, fly, and land as an aircraft. Vehicles that demonstrate such capability provide operators with freedom, comfort, and the ability to arrive quickly to a destination as mobility becomes three-dimensional yet remains private and personal. Such vehicles, however, may require various trade offs to facilities operations in the flight mode and the roadable mode. 
     Typically, a body of a land vehicle is relatively short to facilitate parking and road maneuverability, whereas a body of an aircraft is relatively long to facilitate flight stability and control authority. In one conventional roadable aircraft, each wing folds upward at a root and downward at a mid-span location to stow against the fuselage in the land mode. Although effective, the more numerous the fold locations, the greater the weight and complexity that necessarily influences operability in each mode. Further, such wing stowage may limit operator aft and side views conducive to effective operations in the road mode. 
     SUMMARY 
     An aerocar including a wing and methods for stowing and deploying the wing are disclosed. The wing can include two channels, an inboard channel and an outboard channel. The wing can stowed in a roadable mode within or against the aerocar by folding the outboard channel about a chord axis to stow the outboard channel atop the inboard channel and by folding the combination of the inboard channel and outboard channel about a wing axis to stow the entire wing. The wing can be deployed in a flight mode by reversing the folding process. 
     A wing according to one disclosed non-limiting embodiment of the present disclosure includes a dual channel wing with an outboard channel that extends spanwise from an inboard channel. 
     An aerocar according to another disclosed non-limiting embodiment of the present disclosure includes a dual channel wing with an outboard channel that extends spanwise from an inboard channel, wherein the outboard channel is defined about an outboard axis and the inboard channel is defined about an inboard axis; an outboard propulsor along the outboard axis; and an inboard propulsor along the inboard axis. 
     A method of stowing and deploying a wing according to another disclosed non-limiting embodiment of the present disclosure includes swinging an outboard channel about a chord axis such that the outboard channel stows atop an inboard channel; and swinging the wing about a wing axis such that the wing is foldable between a stowed roadable mode and a deployed flight mode. 
     The foregoing features and elements may be combined in various combinations without exclusivity, unless expressly indicated otherwise. These features and elements as well as the operation thereof will become more apparent in light of the following description and the accompanying drawings. It should be understood, however, the following description and drawings are intended to be exemplary in nature and non-limiting. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Various features will become apparent to those skilled in the art from the following detailed description of the disclosed non-limiting embodiment. The drawings that accompany the detailed description can be briefly described as follows: 
         FIG. 1  is a schematic perspective view of an aerocar with a channel wing in a flight mode according to one disclosed non-limiting embodiment; 
         FIG. 2  is a schematic perspective view of the aerocar of  FIG. 1  in a roadable mode; 
         FIG. 3  is a schematic front view of the aerocar of  FIG. 1  in the flight mode; 
         FIG. 4  is a schematic perspective view of the aerocar of  FIG. 1  with the channel wing partially folded and between the flight mode and the roadable mode; 
         FIG. 5  is a schematic cross-sectional view of a blown channel Circulation Control Wing (CCW) for use with the aerocar of of  FIG. 1  according to another disclosed non-limiting embodiment; 
         FIG. 6  is a schematic side view of the aerocar of  FIG. 1  in the flight mode; 
         FIG. 7  is a schematic top view of the aerocar of  FIG. 1  with an internal combustion engine based power system according to another disclosed non-limiting embodiment; and 
         FIG. 8  is a schematic top view of the aerocar of  FIG. 1  with a gas turbine engine power system according to another disclosed non-limiting embodiment. 
     
    
    
     DETAILED DESCRIPTION 
       FIG. 1  schematically illustrates a vehicle  20  operable in a flight mode ( FIG. 1 ) and a roadable mode ( FIG. 2 ). The vehicle  20  generally includes a body  22  with a multiple of wheels  24  with at least one steerable wheel  24 A and at least one drive wheel  24 B, a power system  26 , a propulsor system  28 , a canard  30 , an empennage  32  and a wing system  34 . It should be appreciated that although particular systems and subsystems are separately defined, each or any of the subsystems may be combined or segregated. 
     The body  22  provides seating for the operator, passengers and cargo. The body  22  is supported upon the multiple of wheels  24  for operations in a roadable mode ( FIG. 2 ). The canard  30 , empennage  32  and the wing system  34  are readily stowable within the body  22  to facilitate a low profile and stylish design potential when in the roadable mode that also does not interfere with the side and aft view for a driver. In one example, a wingspan of about eighteen feet is provided for a body  22  that is about six feet in width with a takeoff gross weight of about 3200 lbs. Although depicted with a particular configuration and shape in the disclosed non-limiting embodiment, it should be understood that the concepts described herein are not limited to only those illustrated. 
     A pair of canards  30  in the disclosed non-limiting embodiment are located forward of each of the steerable wheels  24 A. Each canard  30  may be an all moving surface that pitches about a respective axis C to facilitate pitch and roll control of the vehicle  20 . Each canard  30  is rotatable about an axis CS ( FIG. 3 ) for at least partial stowage within the body  22  ( FIG. 2 ). In this disclosed non-limiting embodiment, each canard  30  is rotatable about the axis CS for a rotational distance of about one hundred and thirty-five (135) degrees between the stowed roadable mode and the deployed flight mode. It should be appreciated that other stowage arrangements such as a sliding, telescoping, or other arrangement will also benefit herefrom. 
     The empennage  32  generally includes a port and starboard vertical stabilizers  36 ,  38  with an elevator  40  therebetween. In the disclosed non-limiting embodiment, the vertical stabilizers  36 ,  38  each include a rudder  42 ,  44  to facilitate yaw control. The elevator  40  may be an all moving surface that pitches about an axis E to facilitate pitch control of the vehicle  20 . 
     The empennage  32  is rotatable about an axis ES for stowage within the body  22  for the roadable mode. As the empennage  32  is rotated into the body  22 , the elevator  40  may be pitched about its axis E to facilitate at least partial stowage into the body  22 . That is, the elevator  40  may be pitched to essentially lay flat against the body  22 . Alternatively, the elevator  40  may be positioned to operate as a spoiler when the vehicle  20  is in the roadable mode. It should be appreciated that other stowage arrangements such as a sliding arrangement will also benefit herefrom. 
     The power system  26  operates to selectively power the drive wheels  24 B in the roadable mode as well as the propulsor system  28  in the flight mode. It should be appreciated that various front wheel, rear wheel and all wheel drive will benefit herefrom. The power system  26  may be of various forms to include, but not be limited to, internal combustion, gas turbine, hybrid electric, fuel cells, and other energy conversion devices. 
     In one disclosed non-limiting embodiment, a wing torque box structure  46  is located aft of a crew compartment  48  to provide support for the body  22 , as well as for the wing system  34 . The wing torque box structure  46  is located generally at the center of gravity (CG) of the vehicle  20  and may further operate as a fuel tank to store fuel. In one example, 210 liters (55 gallons) of fuel are readily stored therein. Being located at the CG, the change in fuel quantity has minimal effect upon the vehicle  20  and provides an example range of about 475 miles with a forty-five minute reserve hold. 
     The wing system  34  in the disclosed non-limiting embodiment includes a port wing  50  and a starboard wing  52  each of which is a dual channel wing with an inboard channel  54  and an outboard channel  56 . The inboard channel  54  is defined about an inboard axis IP and the outboard channel  56  is defined about an outboard axis OP. The port wing  50  and the starboard wing  52  are mounted to the wing torque box structure  46  about an axis WS such that the outboard channel  56  extends spanwise from the inboard channel  54 . 
     In this disclosed non-limiting embodiment, the outboard channel  56  swings about a chord axis W a distance of about 180 degrees such that the outboard channel  56  stows atop the inboard channel  54  ( FIG. 4 ). That is, the outboard channel  56  stows atop the inboard channel  54  to essentially form a generally compact cylinder shape. Each wing  50 ,  52  also swings about a wing axis WS for a distance of about 180 degrees to fold between the stowed roadable mode within the body  22  and the deployed flight mode. Wing axis WS may be perpendicular to the chord axis W, or a small twist displacement may be provided, such that the outboard channel  56  stows atop the inboard channel  54  to essentially form the cylinder, then the cylinder swings about the chord axis W to stow within the body  22 . It should be appreciated that other stowage arrangements such as a sliding arrangement will also benefit herefrom. It should also be appreciated that various doors (not shown) may be provided to facilitate a low profile and stylish design potential when in the roadable mode and an aerodynamically smooth surface in the flight mode. 
     The inboard channel  54  and the outboard channel  56  of each wing  50 ,  52  includes a respective strut  58  that supports a propulsor  60 ,  62  of the propulsor system  28 . It should be appreciated that the respective strut  58  that supports a propulsor  60 ,  62  may be fixed in pitch or provide tilt rotor capability to facilitate thrust vectoring. Each propulsor  60 ,  62  may include a pusher propeller, open rotor, prop-rotor, turbofan or other thrust generation system located along the respective inboard axis IP and outboard axis OP. In one example, each propulsor  60 ,  62 , for example a propeller driven by an electric motor generates about fifty-five (55) hp. 
     Each propulsor  60 ,  62  can be axially offset so as to not interfere when the outboard channel  56  is stowed atop the inboard channel  54 . In this disclosed non-limiting embodiment, the outboard propulsor  62  is located axially forward of the inboard propulsor  60 . 
     Aft of each outboard propulsor  62 , an aileron  64  is located across the outboard channel  56  to facilitate roll and pitch control of the vehicle  20 . Each aileron  64  may be an all-moving surface that pitches about an axis A to facilitate roll control of the vehicle  20 . As the outboard propulsor  62  is forward of the respective aileron  64 , roll control is augmented by direct airflow from the outboard propulsor  62  to provide wake enabled low-speed roll and pitch control. 
     Through use of the propulsor slipstream, the wing system  34  provides a significant lift coefficient and efficient downward thrust deflection without varying the high-lift configuration geometry. Such a high-lift configuration facilitates Short Takeoff and Landing (STOL) or Vertical/Short Takeoff and Landing (VSTOL) capability that provides numerous benefits associated with personal transport operating from small sites, increasingly dense urban environments, and military transport. 
     With reference to  FIG. 5 , in another disclosed non-limiting embodiment, each of the wings  50 ,  52  are blown channel Circulation Control Wings (CCW)  70  that further augment lift. It should be appreciated that various Circulation Control Wing/Upper Surface Blowing (CCW/USB) and/or boundary layer control system (BLCS) pneumatic type systems will also benefit herefrom. Lift augmentation by such pneumatic channel wing systems enables a relatively small wing area ( FIG. 6 ). The area of such wings  50 ,  52  can be about 30% of that of a typical general aviation aircraft but still provide about 350%-500% of the lift augmentation of such a conventional wings with trailing edge flaps and up to 900% compared to a conventional wing without flaps. 
     The blown channel CCW  70  generally includes a leading edge air supply plenum  72  that feeds associated leading-edge slot(s)  74  and a trailing edge air supply plenum  76  that feeds associated trailing-edge slot(s)  78 . The air supply plenums  72 ,  76  are connected to an air source system  80  to selectively discharge pressurized air through the slots  74 ,  78 . The selective discharge of pressurized air through the slots  74 ,  78  can further facilitate STOL, VSTOL, yaw, roll, and pitch augmentation control of the vehicle  20  even at very low flight speeds as typically desired for an aerocar or roadable aircraft type vehicle. 
     With reference to  FIG. 7 , the power system  26  in one disclosed non-limiting embodiment includes an internal combustion engine  90  that powers an electric generator  92 . The internal combustion engine  90  may be supercharger or turbocharger to facilitate operations at altitude. The electric generator  92  provides electrical power in an electric distributed architecture that drives the propulsors  60 ,  62  of the propulsor system  28 . A battery system  94  located, for example, in the port and starboard vertical stabilizer  36 ,  38  provides power storage to further facilitate efficient roadable and flight operations as well as fail safe operation of the electric generator  92  to power flight systems in an engine out condition. In one example, an internal combustion engine  90  of about 275 hp capacity powers the electric generator  92  to provides continuously power to the propulsors  60 ,  62  at cruise as well as to recharge an example battery system  94  of about 23 kWh. 
     The internal combustion engine  90  may power the drive wheels  24 B through a shaft  96  as well as power the air source system  80 . The air source system  80  may include one or more compressors to provide provides air-conditioning to the crew compartment  48  as well as high pressure air to the blown channel CCW  70 . 
     With reference to  FIG. 8 , the power system  26  in another disclosed non-limiting embodiment includes a gas turbine engine  100  and an electric generator  102 . The gas turbine engine  100  provides bleed air and may thereby directly supply the blown channel CCW  70  which may reduce the number of compressors as compared to the internal combustion engine embodiment. The air source system  80  may still include one or more compressors to provide air-conditioning to the crew compartment  48  and provide a fail safe supply of high pressure air to the blown channel CCW  70  should, for example, an engine out condition occurs and bleed air is unavailable. 
     Overall, the wing system  34  produces a reduction in wing area that facilitates wing/body integration for dual mode transition, reduces power required for cruise, and improves ride quality as the more compact wing is less sensitive to wind gust compared with a larger wing. 
     It should be understood that relative positional terms such as “forward,” “aft,” “upper,” “lower,” “above,” “below,” and the like are with reference to the normal operational attitude of the vehicle and should not be considered otherwise limiting. 
     Although the different non-limiting embodiments have specific illustrated components, the embodiments of this invention are not limited to those particular combinations. It is possible to use some of the components or features from any of the non-limiting embodiments in combination with features or components from any of the other non-limiting embodiments. 
     It should be understood that like reference numerals identify corresponding or similar elements throughout the several drawings. It should also be understood that although a particular component arrangement is disclosed in the illustrated embodiment, other arrangements will benefit herefrom. 
     Although particular step sequences are shown, described, and claimed, it should be understood that steps may be performed in any order, separated or combined unless otherwise indicated and will still benefit from the present disclosure. 
     The foregoing description is exemplary rather than defined by the limitations within. Various non-limiting embodiments are disclosed herein, however, one of ordinary skill in the art would recognize that various modifications and variations in light of the above teachings will fall within the scope of the appended claims. It is therefore to be understood that within the scope of the appended claims, the disclosure may be practiced other than as specifically described. For that reason the appended claims should be studied to determine true scope and content.