Patent Description:
In recent years, some small unmanned aircraft have been used to deliver items/packages, while other unmanned aircraft have been utilized in surveillance. However, some known unmanned aircraft have limited ranges and, thus, may be more frequently refueled, thereby decreasing their potential flight time (e.g., flight uptime). Further, load capacity capabilities may be limited with these unmanned aircraft. As a solution to the limited ranges and/or load capacity offered by some unmanned aircraft, securing multiple individual unmanned aircraft together can provide aerodynamic advantages, thereby increasing an operating range or load capacity of the unmanned aircraft. In particular, securing multiple fixed wing aircraft together along their respective wing span lengths can effectively define a large wingspan aircraft.

However, securing multiple aircraft together has proven to be a challenge in the air. In particular, flight parameters, such as air movement (e.g., winds, gusts, etc.), as well as relatively unpredictable motion of the aircraft can render aligning aircraft during flight challenging. Further, the level of coordination between such systems can lengthen the amount of time to properly align the aircraft.

<CIT> describes the grouping of individual aircraft into a multiple unit or flight group, wherein individual components of the multiple until may be assembled or linked, as well as detached, from other components of the group, in flight.

<CIT> describes a means of forming a serially arranged train of discrete aerodynamically supported aircraft structures, each of which carries a substantial useful load, and means for trimming, stabilizing, and controlling the overall train in flight and for trimming, stabilizing and controlling the discrete aircraft structures in the train relative to each other.

<CIT> relates to airplanes and more particularly has to do with means for releasably interconnecting a plurality of airplanes for flight as a unified assembly.

This disclosure concerns an aircraft according to independent claim <NUM> and a method for securing a first aircraft to a second aircraft according to claim <NUM>. Dependent claims define preferred embodiments.

An example aircraft includes a first wing having a first guide, a second wing having a second guide, where the first and second guides are configured to guide the aircraft to be aligned with a second and a third aircraft during flight or hovering of the aircraft, a first lock coupled to the first wing, where the first lock is configured to secure the first wing to a third wing of the second aircraft, and a second lock coupled to the second wing, where the second lock is configured to secure the second wing to a fourth wing of the third aircraft, wherein the first and second locks each include a rotatable paddle to be received by the third and fourth wings, respectively, and wherein each of the rotatable paddles is configured to define a landing support of the aircraft.

An example method for securing a first aircraft to a second aircraft includes contacting a first guide of a first wing of the first aircraft to a second guide of a second wing of the second aircraft, where engagement of the first guide to the second guide aligns the first wing with the second wing. The example method also includes securing, via a lock, the first wing to the second wing after the engagement of the first and second guides aligns the first wing to the second wing, wherein securing the first wing to the second wing includes extending a paddle into the second wing and rotating the paddle so that the paddle contacts an internal surface of a cavity of the second wing, wherein each of the rotatable paddles defines a landing support of the aircraft.

The figures are not to scale. Instead, to clarify multiple layers and regions, the thickness of the layers may be enlarged in the drawings. Wherever possible, the same reference numbers will be used throughout the drawing(s) and accompanying written description to refer to the same or like parts. As used in this patent, stating that any part is in any way positioned on (e.g., positioned on, located on, disposed on, or formed on, etc.) another part, indicates that the referenced part is either in contact with the other part, or that the referenced part is above the other part with one or more intermediate part(s) located therebetween. Stating that any part is in contact with another part means that there is no intermediate part between the two parts.

Methods and apparatus to align and secure aircraft are disclosed. Multiple aircraft can be secured together to yield aerodynamic benefits. In particular, securing the aircraft together at their respective wings can increase aerodynamic efficiency in comparison to the individual aircraft flying separately by increasing an overall aspect ratio of the wings. In other words, a relatively larger continuous aerodynamic surface may be defined.

The examples disclosed herein can provide quick and accurate alignment of multiple aircraft (e.g., during flight and/or hovering). In particular, the examples disclosed herein utilize a guide or alignment device to align wings of different aircraft to one another during flight so that a lock or restraint mechanism can be used to secure the wings together. Accordingly, the examples disclosed herein can be effectively implemented with unmanned vehicles (e.g., unmanned aerial vehicles (UAVs), unmanned fixed-wing aircraft, drones, etc.) that may be secured together to travel to a target zone or task area, detached to perform required functions separate from one another, and then secured together to return, thereby saving fuel and/or increasing potential cargo capacity in comparison to the unmanned vehicles flying separately.

According to the claimed invention, the guide and the lock includes a rotatable paddle of a first wing that is inserted into an opening of a second wing and rotated to secure the first wing to the second wing. In such examples, the rotatable paddle may also function as a landing structure.

As used herein, the terms "guide" or "alignment device" refer to a component, feature, and/or assembly used to align a first component to a second component. Accordingly, the terms "guide" or "alignment device" can encompass a component, feature(s), a combination of engaging features, an assembly and/or a combination of multiple components, surfaces, and/or assemblies encompassing one or both of the first and second components.

As used herein, the terms "lock" or "restraint mechanism" refer to a component, feature, and/or assembly used to secure the first component to the second component. As used herein, the term "actuated" in the context of a component refers to a component that is moved by an actuator, a solenoid, or any appropriate movement device/mechanism. As used herein, the terms "securing" or "secure" refer to locking, interlocking, and/or rigidly joining two objects together. As used herein, the terms "coupling" or "couple" refer to joining two objects together, directly or indirectly joined to with another element/node/feature, and may not necessarily mean mechanically.

<FIG> is a top perspective view of an aircraft configuration <NUM> in which the examples disclosed herein may be implemented. The example aircraft configuration <NUM> includes multiple aircraft <NUM> (including, for example, a first aircraft 102a and a second aircraft 102b) secured together. According to the illustrated example, each of the aircraft <NUM> includes a fuselage <NUM> (including, for example, a first fuselage 104a and a second fuselage 104b), engines <NUM> (including, for example, a first engine 106a and a second engine 106b), a tail section <NUM> (including, for example, a first tail section 108a and a second tail section 108b), and wings <NUM> (including, for example, a first wing 110a and a second wing 110b). Further, each of the example aircraft 102a, 102b include wings 112a, 112b, respectively. In some examples, the wing 112a is identical to the wing 110b. Likewise, the wing 112b may be identical to the wing 110a.

To improve aerodynamic performance beyond that of one of the aircraft <NUM>, the first and second aircraft 102a, 102b are secured together at an interface <NUM> (e.g., a coupling interface, a coupling joint, etc.) defined at distal ends of both of the first and second wings 110a, 110b. Accordingly, the combination of the first and second aircraft 102a, 102b can enable an increase in effective wingspan to thereby improve lift characteristics and/or reduce an overall drag coefficient. In this example, the wings 112a, 112b are not secured to other aircraft.

The examples disclosed herein enable the first and second aircraft 102a, 102b to be aligned and secure together with relative ease by providing alignment and/or guiding features, as well as a restraint or locking system that works in tandem with the alignment and/or guiding features to enable securing of the first and second aircraft 102a, 102b to one another. The examples disclosed herein enable multiple aircraft (e.g., greater than two aircraft) to be secured together in series by facilitating ease of alignment.

While the example first and second aircraft 102a, 102b are shown arranged laterally to one another by way of the first and second wings 110a, 110b in this example, the aircraft <NUM> may be arranged in any appropriate configuration using the examples disclosed herein. For example, two or more aircraft <NUM> can be arranged and/or secured together in a delta configuration, a top-to-bottom arrangement, secured-fuselage arrangement, a front-to-back arrangement, etc.. Further, the examples disclosed herein may be implemented on any appropriate vehicle and/or aircraft structure including, but not limited to, a fuselage, a tail section, engines, fins, a canard, etc. In other words, the examples disclosed herein may implemented on any appropriate attachment point(s) or structure(s) to secure multiple vehicles (e.g., land vehicles, watercraft, submersibles, etc.) together.

<FIG> illustrate an example aircraft coupling apparatus <NUM> not covered by the appended claims, but of an illustrative nature. Turning to <FIG>, the first wing 110a of the first aircraft 102a includes a guide <NUM> (e.g., an alignment device, an alignment contour, an alignment foil, an asymmetric alignment device, etc.) attached thereto. The guide <NUM> of the illustrated example includes two angled and/or curved contoured upper and lower winglets <NUM> (e.g., contoured winglets, angled winglets, curved winglets, etc.). The example winglets <NUM> each include a distal portion <NUM> and a base <NUM>. The base <NUM> is attached to the first wing 110a and extends to the distal portion <NUM>. In this example, the distal portion <NUM> includes a distal shallow angle portion <NUM>. For example, a "shallow" angle can be approximately <NUM> to <NUM> degrees in some applications relative to an external surface of the wing <NUM>. The base <NUM> includes a steep angle portion <NUM>. For example, a "steep" angle can be approximately <NUM> to <NUM> degrees relative to an external surface of the wing <NUM> in some applications. While example "shallow" and "steep" angles are given, the angles may be implemented at any appropriate range based on application, intended aircraft performance and/or anticipated flight condition(s). In this example, the first wing 110a also includes openings <NUM> (e.g., sockets, internal openings, receptacles, etc.). The openings <NUM> may be implemented as recesses or a hole that penetrates an entire component, assembly and/or surface.

Turning to <FIG>, the example second wing 110b of the second aircraft 102b includes the guide <NUM> having the corresponding upper and lower winglets <NUM>. In particular, the winglets <NUM> face in an opposing direction to the winglets <NUM> of the first wing 110a and, thus, the distal portions <NUM> of each of the winglets <NUM> of the wings 110a, 110b face towards each other. As can also be seen in the illustrated example of <FIG>, the aircraft coupling apparatus <NUM> includes a restraint mechanism <NUM>, such as a lock. As one example, the restraint mechanism <NUM> includes rods <NUM> (e.g., extension pins, rods, male retention extension, actuated rods, etc.) that are moved by an actuator <NUM>. In some examples, a sensor <NUM> is coupled to and/or disposed within the second wing 110b. The sensor <NUM> can be a proximity sensor.

To facilitate alignment of the first wing 110a of the first aircraft 102a to the second wing 110b of the second aircraft 102b, the example guides <NUM> of the wings 110a, 110b cause the wings 110a, 110b to move toward one another when the guides <NUM> are brought within a sufficient proximity of one another so that surfaces of the winglets <NUM> engage one another, thereby guiding movement of the winglets <NUM> with respect to each other. This relative movement of the wings 110a, 110b occurs when the second wing 110b is moved toward the first wing 110a in a direction generally indicated by an arrow <NUM>. In particular, when the winglets <NUM> of the corresponding wings 110a, 110b are brought within a general proximity of one another, the shallow angle portions <NUM> of the opposing distal portions <NUM> first engage one another and guide movement of the wings 110a, 110b towards one another. In turn, as the wings 110a, 110b continue to move toward one another, the corresponding steep angle portions <NUM> of the respective bases <NUM> guide final movement of the wings 110a, 110b until the wings are brought into final alignment positions (e.g., the wings 110a, 110b are brought into their final aligned positions).

To secure the wings 110a, 110b to one another once the winglets <NUM> are sufficiently aligned (e.g., aligned within a requisite degree of error, fully aligned, fully seated to one another, etc.) by the winglets <NUM>, at least one of the rods <NUM> is extended into the corresponding openings <NUM> of the opposing first wing 110a by the actuator <NUM>, thereby preventing relative motion of the wings 110a, 110b. In this example, the rods <NUM> are moved into the opening(s) <NUM> when the sensor <NUM> of the illustrated example detects sufficient alignment between the wings 110a, 110b and/or the winglets <NUM>. Additionally or alternatively, the sensor <NUM> detects alignment of at least one of the rods <NUM> in relationship to the corresponding opening <NUM> to determine whether there is sufficient alignment. In other examples, the sensor <NUM> uses optical markers or other indicators to determine the alignment of the rod(s) <NUM> to the opening(s) <NUM>. In some examples, there are two operational modes of the sensor <NUM>. The first operational mode is an "independent mode" in which the sensor <NUM> is turned off. The second mode is the "Docking Mode" in which all or a majority of sensors are operational to assist in the alignment and connection of the first and second aircraft 102a, 102b.

In some examples, each of the wings 110a, 110b includes at least one of the rods <NUM>. In such examples, the wings 110a, 110b extend their respective rods <NUM> into the corresponding opposed openings <NUM>. While the example winglets <NUM> shown in <FIG> exhibit relatively linear or straight segments in the shallow angle portion <NUM> and the steep angle portions <NUM>, the example shallow angle portions <NUM> and/or the steep angle portions <NUM> may be instead implemented as multiple arcuate or curved segments. In other words, shallow angle portions <NUM> and/or the steep angle portions <NUM> can exhibit curvature and/or curved transitions therebetween. Additionally or alternatively, the winglets <NUM> are rotated by the actuator <NUM> to further facilitate relative alignment of the winglets <NUM>.

<FIG> is an overhead view of the example aircraft coupling apparatus <NUM> of <FIG>, depicted in a separated condition. As can be seen in the view of <FIG>, an engagement of both of the winglets <NUM> results in movement generally indicated by arrows <NUM>. In particular, engagement of the distal portions <NUM> of the wings 110a, 110b involves a relatively smaller degree of inward motion in comparison to an inward motion caused by engagement of both of the steep angle portions <NUM>.

<FIG> is another overhead view of the example aircraft coupling apparatus <NUM> of <FIG>, but depicted in a secured condition. In this example, full engagement of the winglets <NUM> prevents lateral movement (sideways movement in the view of <FIG>) of the wings 110a, 110b relative to one another while extending at least one of the rods <NUM> into the corresponding openings <NUM> prevents forward and rearward movement (upward and downward, or vertical, movement in the view of <FIG>) of the wings 110a, 110b.

<FIG> is a front/rear view of the example aircraft coupling apparatus <NUM> of <FIG> and <FIG> shown in the secured condition. As can be seen in the illustrated example of <FIG>, the relative arrangement of the winglets <NUM> resembles a general X-shaped intertwining cross pattern when the wings 110a, 110b are secured together. In this example, the relative arrangement of the winglets <NUM> can impose little to no drag penalty when the winglets <NUM> are fully engaged. In other words, the winglets <NUM> of the illustrated example not only function to facilitate alignment and securing of the wings 110a, 110b, but can also provide favorable aerodynamic properties when the corresponding aircraft 102a, 102b are secured together.

<FIG> is a perspective view of another example aircraft coupling apparatus <NUM> not covered by the appended claims, but of an illustrative nature, that can be used with the aircraft <NUM> of <FIG>. The aircraft coupling apparatus <NUM> of the illustrated example is implemented on the example wing <NUM>. In this example, the wing <NUM> includes a first engagement surface <NUM> and a second engagement surface <NUM> that is perpendicular to the first engagement surface <NUM>. The aircraft coupling apparatus <NUM> includes a keyed rod <NUM> that extends from the first engagement surface <NUM>. The second engagement surface <NUM> extends along a longitudinal length of the keyed rod <NUM>. In this example, the wing <NUM> includes a third engagement surface <NUM>, and the aircraft coupling apparatus <NUM> also includes a pin <NUM> (e.g., an actuated pin), a socket opening <NUM>, and an actuator <NUM> (i.e., a solenoid).

The keyed rod <NUM>, has a square, rectangular, parallelogram, or diamond-shaped cross-sectional profile in this example. Accordingly, the keyed rod <NUM> acts as a guide that controls both rotation and translation as the keyed rod <NUM> extends into a keyed socket <NUM> (shown in <FIG> and <FIG>) when the wing <NUM> is brought into engagement with another wing <NUM>. Further, the pin <NUM> is moved by the actuator <NUM> to extend into a corresponding socket <NUM> that is shown in <FIG> and <FIG>. In some examples, the pin <NUM> is caused to move by a solenoid as the actuator <NUM>.

In some other examples, the keyed rod <NUM> has a taper <NUM> in which the cross-sectional area of the keyed rod <NUM> near the first engagement surface <NUM> is larger than the cross-sectional area of the keyed rod <NUM> at a free end <NUM>. The taper <NUM> facilitates alignment of the keyed rod <NUM> in the keyed socket <NUM> with any potential mismatches, thereby enabling guided engagement to properly center the keyed rod <NUM> to the keyed socket <NUM> as the keyed rod <NUM> is moved further into a depth of the keyed socket <NUM>. In other words, the taper <NUM> can mitigate any initial positional mismatch that may be present. In this example, the keyed rod <NUM> has a diamond-shaped cross-sectional profile. However, any appropriate cross-sectional profile may be implemented, including, but not limited to, a cross-shaped profile, a triangular profile, a star-shaped profile, an irregular or keyed circle profile, a slit profile, a hexagonal-shaped profile, polygonal-shaped profile, etc..

<FIG> depicts alignment of multiple ones of the example aircraft 102a, 102b, 102c using the example coupling apparatus <NUM> of <FIG>. In particular, <FIG> depicts three of the aircraft 102a, 102b, 102c in the process of being secured together. In this example, two of the aircraft 102b, 102c are moving in directions generally indicated by arrows <NUM> relative to the rightmost aircraft 102a (in the view of <FIG>). According to the illustrated example, the rightmost aircraft 102a is to be first secured to the middle aircraft 102b. Finally, the leftmost aircraft 102c is to be secured to the middle aircraft 102b. Additionally or alternatively, additional ones of the aircraft <NUM> may be added to the right of the rightmost aircraft 102a. This process may repeat until a desired number of aircraft <NUM> are secured together (e.g., five, ten, twenty, fifty, etc.) along a lateral direction of the wings <NUM>.

According to the illustrated example, as the aircraft 102a, 102b, 102c are being aligned to one another and/or sequentially aligned, pins <NUM> as well as the pins <NUM> are placed into their retracted positions by respective actuators <NUM> (i.e., solenoids). In this example, the keyed rods <NUM> are generally aligned to corresponding keyed sockets <NUM> so that the pins <NUM> may be inserted into sockets <NUM>.

<FIG> depicts engagement of the example aircraft 102a, 102b, 102c using the example aircraft coupling apparatus <NUM> of <FIG>. As can be seen in the illustrated example of <FIG>, the keyed rods <NUM> are inserted into the corresponding keyed sockets <NUM> and the pins <NUM> are extended by the actuator <NUM> of <FIG> into the corresponding sockets <NUM>. Further, the pins <NUM> are moved by the respective actuators <NUM> to extend into the corresponding socket openings <NUM>.

<FIG> is a top schematic view of an aircraft coupling apparatus <NUM> according to the claimed invention that can be used with the aircraft <NUM> of <FIG>. According to <FIG>, the aircraft coupling apparatus <NUM> includes paddles <NUM> (e.g., guide paddles, rotatable paddles) that are disposed within the respective wings <NUM> of the aircraft <NUM> and actuators <NUM> operatively coupled to the respective paddles <NUM>. In this example, the paddles <NUM> are asymmetrically arranged relative to a center axis <NUM> (e.g., a longitudinal center axis) corresponding to the fuselage <NUM>, thereby enabling mechanically robust dual couplings on each of the wings <NUM>. Further, in this example, the fuselage <NUM> also includes mid-body landing support flaps <NUM>.

Each of the paddles <NUM> of the illustrated example act as a guide and includes a locking portion <NUM> (e.g., a flat portion, an interlocking portion, an engaging portion, etc.) and a rotatable shaft <NUM>. The example locking portion <NUM>, as well as a portion of the rotatable shaft <NUM>, are disposed or stowed within a respective cavity <NUM> (e.g., a locking cavity, an engaging cavity, a channel) of the wing <NUM>. In this example, the paddles <NUM> do not extend out of any external aerodynamic surface of the respective wings <NUM> during an unsecured condition.

In operation and as will be discussed in greater detail below in connection with <FIG>, the paddles <NUM> of the illustrated example can be moved to extend laterally from the respective wings <NUM> in directions generally indicated by arrows <NUM> into another wing <NUM> of another aircraft <NUM>. Once the paddles <NUM> have been extended out of their respective wings <NUM>, the example paddles <NUM> are rotated in a direction generally indicated by arrows <NUM> to interlock with the other wings <NUM> to be secured thereto.

While the paddles <NUM> are shown on both sides of the aircraft <NUM> in this example, in some examples, only one side of the aircraft <NUM> includes one of the paddles <NUM> while another side of the aircraft <NUM> is to receive one of the paddles <NUM>. While the paddles <NUM> are shown generally depicted as having a flat rectangular shape, the paddles <NUM> may be contoured, curved, and/or keyed to align and secure with a corresponding feature or structure of a corresponding wing <NUM> into which the paddles <NUM> are extended.

<FIG> are top schematic views that depict engagement steps of the aircraft coupling apparatus <NUM> of <FIG>. Turning to <FIG>, two separate wings 110a, 110b of different aircraft 102a, 102b are shown being moved into proximity of one another. In this example, the leftmost wing 110b (in the view of <FIG>) is moving relative to the rightmost wing 110a in a direction generally indicated by an arrow <NUM>. Accordingly, the wings 110a, 110b shown may be aligned during flight or hovering. In the view of <FIG>, the paddles <NUM> are retracted to be disposed within their respective wings 110a, 110b.

<FIG> depicts both of the wings 110a, 110b generally aligned in a vertical direction (of <FIG>). According to the illustrated example, the paddles <NUM> are extended into respective others of the wings 110a, 110b in a direction generally indicated by arrows <NUM> until the locking portions <NUM> extend into the cavities <NUM> of the other wings <NUM>.

Turning to <FIG>, the paddles <NUM> are each rotated in a direction generally indicated by arrows <NUM> to secure both of the wings 110a, 110b together. In particular, the paddles <NUM> are rotated until the locking portions <NUM> contact a surface of the cavities <NUM>. In some examples, the paddles <NUM> are also moved laterally along a direction generally indicated by arrows <NUM> back towards the wings 110a, 110b they were extended from. Accordingly, the wings 110a, 110b are restrained in a lateral direction by causing each of the locking portions <NUM> to contact a lateral surface <NUM> (e.g., a lateral locking surface).

<FIG> is a side cross-sectional view along the line <NUM>-<NUM> of <FIG> showing the aircraft coupling apparatus <NUM> of <FIG> in the secured position (e.g., the wings 110a, 110b are rigidly secured to one another). In this example, the paddles <NUM> are shown in multiple orientations (for clarity). In particular, the paddles <NUM> depicted in solid shading are oriented at their initial rotational angles during or before insertion into the cavity <NUM> while the paddles <NUM> depicted with striped pattern shading are shown rotated to their respective secured positions within the cavity <NUM>. In particular, the rotated pattern paddles <NUM> (shown in the striped pattern) of the illustrated example are shown with the locking portions <NUM> engaging stops <NUM> (e.g., engagement stops, interlocking stops, etc.). In particular, the stops <NUM> are angled and/or contoured to engage the respective locking portions <NUM>.

In some examples, the stops <NUM> are defined by internal surfaces and/or edges of the cavity <NUM>. Additionally or alternatively, the stops <NUM> are integral with the lateral surface <NUM> of <FIG>. In other examples, the paddles <NUM> are inserted into slotted openings of the wing <NUM> to be disposed within the cavity <NUM>.

<FIG> is an overhead view of a landing structure <NUM> (e.g., a landing support, a landing gear, etc.) that may be implemented in the example aircraft coupling apparatus <NUM> of <FIG>. The landing structure <NUM> includes the support flaps <NUM> and the paddles <NUM>. The support flaps <NUM> are rotatably coupled to the fuselage <NUM> of the aircraft <NUM>. In some examples, the landing support flaps <NUM> are disposed on the wings <NUM> (e.g., rear and front portions of the wings <NUM>). In one example, the support flaps <NUM> exhibit a similar overall geometry and/or dimensions to the paddles <NUM> and, thus, rotate in a similar manner to the paddles <NUM> to also extend towards the ground. According to the illustrated example, the paddles <NUM> are shown extending out of the corresponding first and second wings <NUM> when the first and second wings <NUM> are not secured to other wings <NUM> (i.e., third and fourth wings of third and fourth aircraft, respectively). In other words, the example landing structure <NUM> depicts an additional use and/or configuration of the example coupling apparatus <NUM> of <FIG>.

To provide an integrated landing capability, the paddles <NUM> of the illustrated example are extended out of the corresponding wings <NUM>, as indicated by arrows <NUM>. In particular, the example paddles <NUM> are rotated in a direction generally indicated by arrows <NUM> to a predetermined orientation, by which a corresponding ground contacting edge or surface of each of the paddles <NUM> is perpendicular to the ground in this example. Accordingly, the paddles <NUM> are extended towards the ground so that the weight of the aircraft <NUM> can be at least partially supported by the paddles <NUM>. Accordingly, the paddles <NUM> define a landing support of the aircraft <NUM>. In some examples, to further support the weight of the aircraft <NUM>, the support flaps <NUM> rotate with respect to the fuselage <NUM> to be at a predetermined orientation with respect to the ground (i.e., a ground contacting edge or surface of the support flap <NUM> has a perpendicular orientation relative to the ground).

In some examples, the paddles <NUM> and/or the support flaps <NUM> define or include wheels (e.g., wheel structures, wheel struts, etc.) or other movement facilitating structures to soften impact of the aircraft <NUM> when the aircraft lands. Accordingly, movement of the aircraft <NUM> is facilitated on the ground.

<FIG> is a side cross-sectional view of the landing structure <NUM> of <FIG> shown in an extended landing position. As can be seen in the illustrated example of <FIG>, both of the locking portions <NUM> of the paddles <NUM> are rotated to contact the ground. Further, the landing support flaps <NUM> are also deployed to contact the ground, which may thereby provide a stable support base of the aircraft <NUM>.

<FIG> are perspective views of another example aircraft coupling apparatus <NUM> not covered by the appended claims, but of an illustrative nature, that may be used with the aircraft <NUM> of <FIG>. Turning to <FIG>, a first coupling portion <NUM> (e.g., a coupling half) implemented on the example wing 110a is shown in an aligning configuration. In particular, the first coupling portion <NUM> includes hooks <NUM> (e.g., rotatable hooks). Each hook <NUM> includes a base <NUM> and a distal contact portion <NUM> that is substantially perpendicular to the base <NUM>. Further, the first coupling portion <NUM> includes openings <NUM>. In this example, the openings <NUM> are circular and/or round internal openings arranged outward relative to the hooks <NUM>. In other examples, the openings <NUM> may be disposed external to the wing 110a. The example hooks <NUM> can be caused to move to rotate about an axis <NUM> in a direction generally indicated by an arrow <NUM> by an actuator <NUM>, such as a solenoid. In other examples, the hooks <NUM> are spring-loaded.

<FIG> illustrates a second coupling portion <NUM> of the wing 110b that is configured to couple to the first coupling portion <NUM> of the wing 110a (shown in <FIG>). In particular, the second coupling portion <NUM> is configured to engage the first coupling portion <NUM> to guide alignment of the wings 110a, 110b and secure the wings 110a, 110b together. According to the illustrated example, the second coupling portion <NUM> includes a cable <NUM> (e.g., a retractable cable) and alignment pins <NUM>. The cable <NUM> is restrained at respective attachment joints <NUM> (e.g., attachment loops) and extends from a reel <NUM> (e.g., a rotatable reel). The example cable <NUM> defines a number of loops corresponding to the number of hooks <NUM> (shown in <FIG>). Accordingly, each loop is configured to engage a respective hook <NUM> by at least partially surrounding the respective hook <NUM>.

In this example, the reel <NUM> is disposed within the wing 110b. However, in other examples, the reel <NUM> is external to the wing 110b. In other examples, the cable <NUM> does not extend from the reel <NUM>. In such examples, the cable <NUM> only loops between the attachment joints <NUM> such that a tension and/or length of the cable <NUM> is adjusted by a tension adjustment device <NUM> (e.g., a loop buckle, a strap-type adjustment mechanism, etc.). In some examples, there is only a single loop defined by the cable <NUM> and, thus, only one of the hooks <NUM> of the first coupling portion <NUM> may be implemented on the wing 110a to be retained by this single loop.

<FIG> are perspective views of the example aircraft coupling apparatus <NUM> of <FIG> shown in a secured position. Turning to <FIG>, the hooks <NUM> of the first coupling portion <NUM> are rotated away from the distal end of the wing 110a. In some examples, the hooks <NUM> are rotated to be disposed within an internal volume of the wing 110a, which may thereby prevent the hooks <NUM> from negatively impacting aerodynamic properties during flight.

<FIG> illustrates the second coupling portion <NUM> when the coupling apparatus <NUM> is in the secured position. As can be seen in the view of <FIG>, a slack of the cable <NUM> is reduced by the reel <NUM> as an increasing amount of the cable <NUM> is placed onto the reel <NUM> (to effectively shorten the cable <NUM>) in contrast to the depiction of the cable <NUM> shown in <FIG>. Alternatively, the tension adjustment device <NUM> reduces the slack in the cable <NUM> to transition the coupling apparatus <NUM> into the secured position.

<FIG> are front schematic views that depict engagement steps of the example aircraft coupling apparatus <NUM> of <FIG>. <FIG> depicts two of the aircraft 102a, 102b moving and/or maneuvering to be in proximity of one another. In particular, the hook <NUM> of the first coupling portion <NUM> has been rotated outwards towards the cable <NUM> of the second coupling portion <NUM> while both of the aircraft 102a, 102b maneuver or hover towards each other.

Turning to <FIG>, both of the aircraft 102a, 102b have been maneuvered so that the distal contact portion <NUM> of the hook <NUM> engages the cable <NUM>. In this example, the cable <NUM> is extended outward to form a larger diameter loop(s) to account for positional or orientation mismatch.

Turning to <FIG>, the hook <NUM> is then rotated towards and into its respective wing 110a, thereby drawing both of the aircraft 102a, 102b closer to one another. According to the illustrated example, rotating the hook <NUM> causes the cable <NUM> to be restrained from coming out of engagement with the hook <NUM>.

According to the illustrated example of <FIG>, rotation or movement of the reel <NUM> winds the cable <NUM> onto the reel <NUM>, thereby shortening the loop(s) of the cable <NUM>. Accordingly, this shortening of the loop(s) causes the alignment pin <NUM> to be inserted into the opening <NUM>, thereby securing both of the aircraft 102a, 102b together. In some examples, the cable <NUM> is wound onto the reel <NUM> simultaneously while the hook <NUM> is being rotated (as shown in <FIG>). Alternatively, the tension adjustment device <NUM> applies tension to the cable <NUM> to secure the wings 102a, 102b together.

<FIG> is a flowchart representative of an example method <NUM> for securing the aircraft <NUM> of <FIG> using the aircraft coupling apparatus <NUM>, <NUM>, <NUM>, <NUM> shown in <FIG>. Initially, a first and second aircraft (e.g., two of the aircraft 102a, 102b) take off individually. Each aircraft 102a, 102b could either take off at the same location or at different locations. The example method <NUM> begins as the first and second aircraft 102a, 102b are launched (block <NUM>). In particular, the first and second aircraft 102a, 102b are launched separately.

According to the illustrated example, a first guide (e.g., the guide <NUM>, the keyed rod <NUM>, the paddle <NUM>, the hook <NUM>) of a first wing 110a is engaged and/or contacted to a second guide (e.g., the guide <NUM>, the keyed socket <NUM>, the cavity <NUM>, the cable <NUM>) of a second wing 110b to align the first wing 110a to the second wing 110b (block <NUM>). In particular, the first and second aircraft 102a, 102b are brought in close proximity to one another so that engagement between the first and second guides causes movement of the first and second wings 110a, 110b towards one another. Accordingly, the first and second wings 110a, 110b are aligned with each other in order to be secured together.

Next, the restraint mechanism <NUM> (e.g., the lock) is engaged to secure the first wing 110a to the second wing 110b (block <NUM>). As a result, the first and second aircraft 102a, 102b are secured together while flying or hovering at their respective wings (e.g., the wings 110a, 110b).

In some examples, it is determined whether a mission is to be performed (block <NUM>). If the mission is to be performed (block <NUM>), control of the process proceeds to block <NUM>. Otherwise, the process proceeds to block <NUM>.

In some examples, the first and second aircraft 102a, 102b are secured together to fly together to a mission location in which the first and second aircraft 102a, 102b are to be later separated to perform respective tasks (block <NUM>). Having the first and second aircraft 102a, 102b secured together in this example increases aerodynamic efficiency by increasing an overall aspect ratio of the wings <NUM>.

In some examples, the restraint mechanism <NUM> (e.g., the lock) is dis-engaged to release the first wing 110a from the second wing 110b (block <NUM>). For example, the first aircraft 102a and the second aircraft 102b can be separated during flight by varying the relative speed(s) of the first and second aircraft 102a, 102b. In other words, the first and second aircraft 102a, 102b are released from each other to enable the first and second aircraft 102a, 102b to perform their respective tasks, which may be in different locations. In some examples, the first and second aircraft 102a, 102b are caused to have different velocities to facilitate the separation of the first and second aircraft 102a, 102b.

In this example, the first and second aircraft 102a, 102b perform their tasks (e.g., their respective mission(s)) while being separated from one another (block <NUM>). In particular, the first and second aircraft 102a, 120b can perform different functions and/or perform operation(s) in different sub-locations (e.g., within the mission location).

In some examples, it is then determined whether to end the process (block <NUM>). For example, this determination may be based on whether the first and second aircraft 102a, 102b have finished their respective operation(s) in corresponding locations and, thus, should be aligned and secured together again (blocks <NUM>, <NUM>), thereby improving overall aerodynamic efficiencies of the first and second aircraft <NUM>, 102b on a return flight. Otherwise, the process ends.

<FIG> is a flowchart representative of an example method <NUM> for making the aircraft <NUM> of <FIG> and/or associated components of the aircraft <NUM> having the coupling apparatus <NUM>, <NUM>, <NUM>, <NUM> described in connection with <FIG>. The example method <NUM> of the illustrated example begins as a wing <NUM> or other outboard structure of an aircraft <NUM> is provided with components and/or features that enable the aircraft <NUM> to be secured to other aircraft <NUM> while the aircraft <NUM> is hovering and/or is cruising in flight.

According to the illustrated example, the guide <NUM> (e.g., the winglets <NUM>) is defined on the wing (block <NUM>). The guide is either assembled to and/or defined within components of the wing. In particular, the guide <NUM> may be added as a component to the wing <NUM> or the wing <NUM> may be modified to include at least one feature associated with the guide <NUM> via a manufacturing process (e.g., a sheet metal operation, a bending operation, a cutting operation, etc.).

Next, the restraint mechanism <NUM> (e.g., the lock) is defined on the wing <NUM> (block <NUM>). In this example, the restraint mechanism <NUM>, which may include an associated actuator (e.g., the actuator <NUM>, the actuator, the actuator <NUM>, the actuator <NUM> or the actuator <NUM>), is placed within an internal volume of the wing <NUM>. According to the illustrate example, the restraint mechanism <NUM> is coupled and/or assembled to the wing <NUM>. In other examples, the restraint mechanism <NUM> is integral with the wing <NUM>.

In some examples in which the lock and/or the guide also function as a landing support, a landing support component(s) is coupled to the lock and/or the guide (block <NUM>) and the process ends. For example, components that facilitate landing or supporting the weight of an associated aircraft are provided to the lock that is used as a landing support. For example, the lock can be provided with a wheel and/or a shock dampener to facilitate landing. In other examples, the guide and/or the lock do not require additional features or components to function as landing supports.

From the foregoing, it will be appreciated that example methods, apparatus and articles of manufacture have been disclosed that enable cost-effective and accurate alignment to secure multiple aircraft together such that wings of these aircraft are in direct contact. In particular, the examples disclosed herein allow a relatively large continuous aerodynamic surface to be defined for increased aerodynamic efficiency. The examples disclosed herein also enable relatively quick alignment of aircraft during flight. The examples disclosed herein facilitate alignment even with an initial mismatch. Some of the examples disclosed herein also can enable little or no drag penalty based on the geometry of their respective alignment devices and/or restraint mechanisms. Some of the examples disclosed herein enable both alignment and securing of wings with a single actuator. The examples disclosed herein can enable relatively strong structural connections that may be defined during flight or hovering. Some of the examples disclosed herein, including those that are covered by the appended claims, also enable integrated landing capabilities onto the alignment devices or the restraint mechanisms.

Although certain example methods, apparatus and articles of manufacture have been disclosed herein, the scope of coverage of this patent is not limited thereto. On the contrary, this patent covers all methods, apparatus and articles of manufacture fairly falling within the scope of the claims of this patent.

Claim 1:
An aircraft (<NUM>) comprising:
a first wing (110a) having a first guide (<NUM>, <NUM>, <NUM>, <NUM>);
a second wing (110b) having a second guide (<NUM>, <NUM>, <NUM>, <NUM>), the first and second guides configured to guide the aircraft to be aligned with a second and a third aircraft (102b, 102c) respectively during flight or hovering of the aircraft;
a first lock coupled to the first wing, the first lock configured to secure the first wing to a third wing (110b) of the second aircraft; and
a second lock coupled to the second wing, the second lock configured to secure the second wing to a fourth wing (110a) of the third aircraft;
wherein the first and second locks each includes a rotatable paddle (<NUM>) configured to be received by the third and fourth wings (110b, 110a), respectively, and wherein each of the rotatable paddles is configured to define a landing support of the aircraft.