阅读说明：本技术 用于飞行器的高升力装置的端密封装置 (end seal for a high lift device of an aircraft ) 是由 E·D·迪基 N·H·普瑞森 P·苏达拉姆 D·N·帕特尔 于 2019-05-30 设计创作，主要内容包括：本发明涉及用于飞行器的高升力装置的端密封装置。一种用于翼型件的翼型件前缘上的高升力装置的端密封装置包括端密封主体,其被配置为被耦接到所述翼型件,并且具有密封主体翼展方向部分和密封端。所述端密封主体被配置为当所述高升力装置处于装置延伸位置时处于密封延伸位置。当所述端密封主体处于所述密封延伸位置并且所述高升力装置处于所述装置延伸位置时,所述密封主体翼展方向部分被设置在所述飞行器主体或翼型件前缘附近,并且所述密封端被布置在所述高升力装置的装置端附近。处于所述密封延伸位置的所述端密封主体填充要不然如果所述端密封主体被省略则在所述装置端与所述飞行器主体或翼型件前缘之间发生的不连续。(the invention relates to an end seal for a high lift device of an aircraft. An end seal arrangement for a high lift device on an airfoil leading edge of an airfoil includes an end seal body configured to be coupled to the airfoil and having a seal body spanwise portion and a seal end. The end seal body is configured to be in a seal extended position when the high lift device is in a device extended position. The seal body spanwise portion is disposed adjacent the aircraft body or airfoil leading edge and the seal end is disposed adjacent a device end of the high lift device when the end seal body is in the seal extended position and the high lift device is in the device extended position. The end seal body in the seal extended position fills a discontinuity that would otherwise occur between the device end and the aircraft body or airfoil leading edge if the end seal body were omitted.)

1. An end seal device (400) for a high-lift device (200) on an airfoil leading edge (118) of an airfoil (114) of an aircraft (100) having an aircraft body (108), comprising:

an end seal body (402) configured to be coupled to the airfoil (114) and having a seal body spanwise portion (404) and a seal end (412);

The end seal body (402) is configured to be in a seal extended position (422) when the high-lift device (200) is in a device extended position (226); and

when the end seal body (402) is in the seal extended position (422) and the high lift device (200) is in the device extended position (226), the seal body spanwise portion (404) is disposed proximate the aircraft body (108) or airfoil leading edge (118) and the seal end (412) is disposed proximate a device end (222) of the high lift device (200), the end seal body (402) in the seal extended position (422) filling a discontinuity (300) that would otherwise occur between the device end (222) and the aircraft body (108) or airfoil leading edge (118) if the end seal body (402) were omitted.

2. The end seal arrangement (400) of claim 1, wherein:

the end seal body (402) is configured to be in a seal retracted position (420) when the high lift device (200) is in a device retracted position (224).

3. the end seal arrangement (400) of claim 2, wherein the end seal body (402) is configured to move from the seal retracted position (420) to the seal extended position (422) according to one of:

rotation of the end seal body (402) about a seal pivot axis (442) located at a pivot end (440) of the end seal body (402);

-the end sealing body (402) is telescopic from a spanwise direction of the high lift device (200);

a chordwise movement of the end seal body (402) relative to the airfoil leading edge (118); and

Deformation of the end seal body (402) from a portion of the aircraft body (108) or airfoil leading edge (118) laterally adjacent the device end (222).

4. The end seal (400) of claim 2 or 3, further comprising:

a seal actuator (434) configured to move the end seal body (402) between the seal retracted position (420) and the seal extended position (422), wherein the seal end (412) is configured to be directly coupled to the device end (222).

5. The end seal arrangement (400) according to any one of claims 1 to 3, wherein:

The end seal body (402) is configured to not be coupled to the high-lift device (200) such that the end seal body (402) moves independently of the high-lift device (200).

6. the end seal arrangement (400) according to any one of claims 1 to 3, wherein:

the end seal body (402) in the seal extended position (422) has a profile at the seal end (412) that is complementary to a profile of the high lift device (200) at the device end (222) in the device extended position (226).

7. The end seal arrangement (400) according to any of claims 1 to 3, further comprising:

An interface sealing element (414) located between the sealing end (412) and the device end (222) and configured to prevent airflow between the sealing end (412) and the device end (222) at least when the end sealing device (400) and the high-lift device (200) are in the sealing extended position (422) and the device extended position (226), respectively; and

a gap sealing element (430) extending along the sealing body spanwise portion (404) and configured to seal the sealing body spanwise portion (404) to the airfoil upper surface (120) at least when the end sealing body (402) is in the seal extended position (422).

8. a method (600) of improving performance of an aircraft (100) having an aircraft body (108) and a high-lift device (200) coupled to an airfoil (114), comprising:

passing an airflow over an end seal body (402) located near a device end (222) of the high lift device (200) in a device extended position (226), the end seal body (402) being in a seal extended position (422) and filling a discontinuity (300) that would otherwise occur between the device end (222) and the aircraft body (108) or airfoil leading edge (118) if the end seal body (402) were omitted; and

using the end seal body (402) mitigates vortices (302) generated by the gas flow that would otherwise result from the discontinuities (300).

9. The method (600) of claim 8, further comprising, prior to passing the gas flow over the end seal body (402), the steps of:

moving the high-lift device (200) from a device retracted position (224) to the device extended position (226); and

Moving the end seal body (402) from a seal retracted position (420) to the seal extended position (422).

10. the method (600) of claim 9, wherein the step of moving the end seal body (402) from the seal retracted position (420) to the seal extended position (422) includes one of:

rotating the end seal body (402) about a seal pivot axis (442) at a pivot end (440) of the end seal body (402);

telescopically moving the end seal body (402) from the high-lift device (200);

Moving the end seal body (402) in a generally chordwise direction relative to the airfoil leading edge (118); and

Deforming the end seal body (402) from a portion of the aircraft body (108) or airfoil leading edge (118) laterally adjacent the device end (222).

11. the method (600) of claim 9 or 10, wherein the step of moving the end seal body (402) from the seal retracted position (420) to the seal extended position (422) comprises:

Moving the end seal body (402) between the seal retracted position (420) and the seal extended position (422) independently of movement of the high-lift device (200) between the device retracted position (224) and the device extended position (226).

12. The method (600) of claim 9 or 10, wherein:

moving the end seal body (402) between the seal retracted position (420) and the seal extended position (422) is performed simultaneously with movement of the high-lift device (200) between the device retracted position (224) and the device extended position (226).

13. the method (600) of claim 9 or 10, wherein:

Moving the end seal body (402) between the seal retracted position (420) and the seal extended position (422) is performed before or after movement of the high-lift device (200) between the device retracted position (224) and the device extended position (226).

14. The method (600) according to any one of claims 8-10, further comprising:

preventing airflow between a sealing end (412) of the end seal body (402) and the device end (222) of the high lift device (200) using an interface sealing element (414) at least when the end seal device (400) and the high lift device (200) are in the sealing extended position (422) and the device extended position (226), respectively.

15. The method (600) according to any one of claims 8-10, further comprising:

preventing gas flow between a sealing body spanwise portion (404) and the airfoil upper surface (120) using a gap sealing element (430) at least when the end sealing body (402) is in the sealing extended position (422).

Technical Field

The present disclosure relates generally to aircraft construction, and more particularly to an end seal arrangement for mitigating vortices generated by a high-lift device (high-lift device) of an aircraft.

background

many aircraft include high lift devices coupled to the wings for improving the aerodynamic performance of the aircraft. Such high lift devices may be extended during certain phases of flight to alter the lift characteristics of the wing. For example, an aircraft may have slats or Krueger flaps that may extend from the wing leading edge during takeoff, approach, and/or landing to increase the area and camber of the wing to improve the lift characteristics of the wing.

One or both of the opposite device ends of the high lift devices may be exposed to an oncoming airflow when the high lift devices are in the extended position. The flow of air over the device end may result in the formation of a vortex extending rearwardly over the airfoil. For aircraft having engines (e.g., turbine engines) located behind the wings, such vortices may affect the air entering the engine inlet. Furthermore, such vortices may impact one or more of the tail surfaces, which may be undesirable from a structural standpoint and/or from a stability and control standpoint. Furthermore, the airflow over the device end can affect the maximum lift coefficient of the aircraft.

As can be seen, there is a need in the art for an apparatus and method for mitigating or preventing the occurrence of vortices that may be generated by a high-lift device in an extended position. The devices and methods also preferably increase the maximum lift coefficient of the aircraft when the high lift device is in the extended position.

disclosure of Invention

the above mentioned needs associated with high lift devices are specifically addressed by the present disclosure, which provides an end seal arrangement for a high lift device on an airfoil leading edge of an airfoil. The end seal arrangement includes an end seal body configured to be coupled to the airfoil and having a seal body spanwise portion and a seal end. The end seal body is configured to be in a seal extended position when the high lift device is in a device extended position. The seal body spanwise portion is disposed adjacent the aircraft body or airfoil leading edge and the seal end is disposed adjacent a device end of the high lift device when the end seal body is in the seal extended position and the high lift device is in the device extended position. The end seal body in the seal extended position fills a discontinuity that would otherwise occur between the device end and the aircraft body or airfoil leading edge if the end seal body were omitted.

an aircraft having at least one airfoil with a high lift device on the airfoil leading edge is also disclosed. The aircraft includes an end seal device having an end seal body configured to be coupled to the airfoil and having a seal body spanwise portion and a seal end. The end seal body is configured to be in a seal extended position when the high lift device is in a device extended position. The seal body spanwise portion is disposed adjacent the aircraft body or airfoil leading edge and the seal end is disposed adjacent a device end of the high lift device when the end seal body is in the seal extended position and the high lift device is in the device extended position. The end seal body in the seal extended position fills a discontinuity that would otherwise occur between the device end and the aircraft body or airfoil leading edge if the end seal body were omitted.

Further, a method of improving performance of an aircraft having a high-lift device coupled to an airfoil is disclosed. The method comprises passing an airflow over an end seal body located near the device end of the high lift device in the device extended position. The end seal body is in a sealed extended position and fills a discontinuity that would otherwise occur between the device end and the aircraft body or airfoil leading edge if the end seal body were omitted. The method further includes mitigating, using the end seal, vortices that would otherwise be generated by the gas flow due to the discontinuities.

the features, functions, and advantages that have been discussed can be achieved independently in various embodiments of the present disclosure or may be combined in yet other embodiments further details of which can be seen with reference to the following description and drawings.

Drawings

These and other features of the present disclosure will become more apparent upon reference to the drawings wherein like numbers refer to like parts throughout and wherein:

FIG. 1 is a perspective view of an example of a fuselage fusion aircraft having high lift devices each shown in a device retracted position on a leading edge of the wing;

FIG. 2 is a perspective view of the wing-body fusion aircraft of FIG. 1, showing each of the high-lift devices in a device extended position, and further illustrating vortices originating from the device-end of the high-lift devices;

FIG. 3 is a top view of the fuselage-fused aircraft of FIG. 1, showing each of the high-lift devices in the device extended position, and further illustrating vortices impacting the tail surfaces of the aircraft;

FIG. 4 is a perspective view of the wing-body fusion aircraft of FIG. 3 illustrating the vortices impacting the tail surface;

FIG. 5 is an enlarged view of a portion of the body-fused aircraft of FIG. 2 showing the device end of the high-lift device in the device extended position, and further illustrating vortices originating from the device end due to discontinuities occurring between the leading edge of the wing and the high-lift device in the device extended position;

FIG. 6 is a cross-sectional view taken along line 6 of FIG. 5 and illustrates the high-lift device configured as a leading-edge slat shown in a device extended position;

FIG. 7 is a perspective view of a wing body fusion with an end seal device including an end seal body coupled to the wing and shown in a seal retracted position and configured to be movable into a seal extended position to fill a discontinuity that would otherwise occur between the device end and the wing leading edge if the end seal body were omitted;

FIG. 8 is an enlarged view of a portion of the wing-body fusion vehicle of FIG. 7 and illustrates an example of an end seal body configured to be rotated about a seal pivot axis to move the end seal body between a seal retracted position and a seal extended position;

FIG. 9 is a cross-sectional view taken along line 9 of FIG. 8 and illustrates the high-lift device configured as a slat shown in a device retracted position;

FIG. 10 is a cross-sectional view taken along line 10 of FIG. 8 and illustrates the end seal body generally conforming to the profile of the airfoil when the end seal body is in the seal retracted position;

FIG. 11 is a cross-sectional view taken along line 11 of FIG. 8 and illustrating a seal actuation mechanism for rotating the end seal body between a seal retracted position and a seal extended position;

FIG. 12 is a perspective view of the wing-body fusion aircraft of FIG. 7 and showing the end seal bodies and the high-lift devices in the seal extended position and the device extended position, respectively;

FIG. 13 is an enlarged view of a portion of the wing-body fusion aircraft of FIG. 8 and illustrates the end seal body rotated about the seal pivot axis into the seal extended position, and further illustrates the high-lift device in the device extended position;

FIG. 14 is a cross-sectional view taken along line 14 of FIG. 13 and illustrating the leading-edge slat in the device extended position;

FIG. 15 is a cross-sectional view taken along line 15 of FIG. 13 and illustrating the end seal body in a sealed extended position;

FIG. 16 is a cross-sectional view taken along line 16 of FIG. 13 and illustrating the end seal body at the pivot axis when the end seal body is in the seal extended position;

FIG. 17 is an enlarged view of a portion of an airfoil leading edge illustrating an example of a seal actuator configured as a seal motor for rotating an end seal body between a seal retracted position and a seal extended position;

FIG. 18 is a cross-sectional view taken along line 18 of FIG. 13 and illustrates an interface seal element located between the seal end of the end seal body and the device end of the high-lift device and configured to prevent airflow between the seal end and the device end;

FIG. 19 is a top view of an example of a body fusion aircraft having high lift devices configured as slats and shown in a device extended position, and further illustrating an end seal device shown in a seal extended position to seal discontinuities that would otherwise occur between the device end and the wing leading edge;

FIG. 20 is an enlarged view of a portion of the wing-body fusion aircraft of FIG. 19 and illustrates an example of an end seal body in a seal retracted position and housed within a high-lift device in a device retracted position;

FIG. 21 is a cross-sectional view taken along line 21 of FIG. 20 and illustrating an example of an end seal assembly within which the end seal body is received;

FIG. 22 is an enlarged view of a portion of the wing-body fusion aircraft of FIG. 19, showing the high-lift device in the device extended position and housing the end seal body in the seal retracted position;

FIG. 23 is a cross-sectional view taken along line 23 of FIG. 22 and illustrating an end seal body housed within the high-lift device in a device extended position;

FIG. 24 is an enlarged view of a portion of the body fusion aircraft of FIG. 19 showing the high-lift device in a device extended position and an end seal body in a sealed extended position and telescoped from the device end of the high-lift device;

FIG. 25 is a cross-sectional view taken along line 25 of FIG. 24 and illustrating the end seal body in a sealed extended position;

FIG. 26 is a cross-sectional view taken along line 26 of FIG. 24 and illustrates an end seal body having a seal body trailing edge in contact with an airfoil upper surface of a wing of the fuselage fusion aircraft;

FIG. 27 is an enlarged view of the seal body trailing edge with a gap seal element extending along the seal body spanwise portion of the end seal body to prevent airflow between the seal body spanwise portion and the airfoil upper surface;

FIG. 28 is an enlarged plan view of the high lift device taken along line 28 of FIG. 24 and illustrating an example of a seal actuation system having a gear and rack assembly for telescopically moving an end seal body from a seal retracted position (FIGS. 20 and 22) to a seal extended position (FIG. 24);

FIG. 29 is an enlarged view of a portion of a wing-body fusion aircraft showing an example of an end seal arrangement in which the portion of the airfoil leading edge laterally adjacent the device end of the high-lift device (shown in the device retracted position) is configured to act as an end seal body and deform between a seal retracted position (FIGS. 29-30) and a seal extended position (FIGS. 31-32);

FIG. 30 is a cross-sectional view taken along line 30 of FIG. 29 and illustrates an example of a deforming actuator configured as a push-pull actuator for actuating an end seal body (e.g., a laterally adjacent portion of an airfoil leading edge) between a seal retracted position and a seal extended position;

FIG. 31 is an enlarged view of a portion of the wing-body fusion aircraft of FIG. 31, showing the high-lift device in the device extended position, and illustrating the end seal after being deformed into the seal extended position;

FIG. 32 is a cross-sectional view taken along line 32 of FIG. 31 and illustrating the end seal body after being deformed into a sealing extended position;

FIG. 33 is a perspective view of an example of a tube-and-wing aircraft;

FIG. 34 is a perspective view of the tube wing aircraft of FIG. 33 with a plurality of high lift devices each in a device extended position;

FIG. 35 is an enlarged view of a portion of the tube wing aircraft of FIG. 34 showing the high lift devices in the device extended position, and further illustrating end seals on each of the opposing device ends of each high lift device for filling discontinuities that would otherwise occur between the device ends and the wing leading edge;

FIG. 36 is a front view of the wing-in-tube aircraft of FIG. 35, illustrating the high-lift devices in the device extended position and a pair of end seal devices on each of the opposing device ends of the high-lift devices;

Fig. 37 is a cross-sectional view taken along line 37 of fig. 36 and illustrates an example of a high-lift device configured as a Krueger flap shown in a device extended position;

FIG. 38 is a cross-sectional view taken along line 38 of FIG. 36 and illustrates an example of an end seal body in a flap configuration similar to a Krueger flap of a high-lift device;

FIG. 39 is a cross-sectional view taken along line 39 of FIG. 36 and illustrates the seal end rigidly coupled to the device end in an example configuration with the high-lift device and the end seal device moving in unison;

FIG. 40 is a perspective view of a portion of a tube wing aircraft illustrating the high-lift devices configured as a leading-edge slat shown in a device retracted position, and further illustrating a pair of end sealing devices on each of the opposing device ends of the high-lift devices, the pair of end sealing devices shown in a sealed retracted position;

FIG. 41 is a perspective view of the high-lift device and end seal device of FIG. 40 shown in a device extended position and a seal extended position, respectively;

FIG. 42 is a cross-sectional view taken along line 42 of FIG. 41 and illustrates a high-lift device configured as a leading-edge slat;

FIG. 43 is a cross-sectional view taken along line 43 of FIG. 41 and illustrates the end seal device configured in a slat configuration similar to the leading edge slats of the high-lift device;

FIG. 44 is a top perspective view of an example of an airfoil in which a portion of the airfoil leading edge forms a high-lift device configured to deform the leading edge, and which is shown in a device retracted position;

FIG. 45 is a top perspective view of the airfoil of FIG. 44 showing the deformed leading edge in the device extended position and illustrating the device-end vortices originating from the deformed leading edge;

FIG. 46 is a bottom perspective view of the airfoil of FIGS. 42-43 and illustrates the deformed leading edge in the device extended position, and further illustrates a pair of end sealing devices within the deformed leading edge, each in a sealing retracted position;

FIG. 47 is a bottom perspective view of the airfoil of FIG. 46 showing the pair of end sealing devices after telescoping outwardly from the device end of the deformed leading edge into a sealed extended position;

FIG. 48 is a plan view of the airfoil of FIG. 47 illustrating the deformed leading edge in the device extended position and illustrating the pair of end seal devices telescoped out of the device ends;

FIG. 49 is a cross-sectional view taken along line 49 of FIG. 48 and illustrates an example of a linkage system for deforming the airfoil leading edge from a device retracted position to a device extended position;

FIG. 50 is a cross-sectional view taken along line 50 of FIG. 48 and illustrating an example of the end seal body in a seal extended position;

FIG. 51 is an enlarged view of a portion of the airfoil of FIG. 48 and illustrates an example of a telescopic actuation mechanism for spanwise translating each end seal body between a seal retracted position and a seal extended position;

FIG. 52 is a top perspective view of an example of an airfoil in which a portion of the airfoil leading edge forms a high lift device configured as a leading edge envelope that is permanently in a device extended position, and further illustrating vortices originating from the device end of the leading edge envelope;

FIG. 53 is a bottom perspective view of the airfoil of FIG. 52 illustrating the leading edge envelope;

FIG. 54 is a bottom perspective view of the airfoil of FIG. 53 illustrating the leading edge envelope having an end seal on each of the opposite device ends of the leading edge envelope;

FIG. 55 is a plan view of the airfoil of FIG. 54 illustrating end seals on each of the opposite device ends of the leading edge envelope;

FIG. 56 is a cross-sectional view taken along line 56 of FIG. 55 and illustrating the device overmold line of the leading edge cuff;

FIG. 57 is a cross-sectional view taken along line 57 of FIG. 55 and illustrates a seal outer mold line of the end seal body substantially mating with the device outer mold line of the leading edge sheath;

FIG. 58 is a top perspective view of an example of an airfoil having a high-lift device configured as a fixed slot mounted on the airfoil leading edge, and further illustrating vortices originating from the device end of the fixed slot;

FIG. 59 is a top view of the airfoil of FIG. 58 with end seals on each of the opposite device ends of the fixing slot;

FIG. 60 is a plan view of the airfoil of FIGS. 58-59 showing end seals on each of the opposite device ends of the fixing slot;

FIG. 61 is a cross-sectional view taken along line 64 of FIG. 60, illustrating the securing slot installed on the airfoil leading edge;

FIG. 62 is a cross-sectional view taken along line 62 of FIG. 60 and illustrating a seal outer mold line of the end seal body substantially mating with an apparatus outer mold line of the fixed slot;

FIG. 63 is a graph plotting angle of attack as a function of maximum lift coefficient and illustrating the increase in maximum lift coefficient for an aircraft having end seals relative to an aircraft with the end seals omitted;

FIG. 64 is a perspective view of a portion of a wing-body fusion aircraft having a high-lift device configured as a Krueger flap in a device extended position, and wherein the end seal is omitted during wind tunnel testing, and further illustrating in the inset a graphical representation of the longitudinal velocity in the flow field measured at the first fuselage location;

FIG. 65 is a perspective view of the wing-body fusion aircraft of FIG. 64 and having end sealing devices, and further illustrating in inset a relatively uniform high-range longitudinal velocity in the flow field at the first fuselage location;

66-67 are perspective views of the wing-body fusion aircraft of FIGS. 65-65 and illustrate the longitudinal velocity in the flow field at the second fuselage region;

68-69 are perspective views of the wing-body fusion aircraft of FIGS. 64-65, respectively, and illustrating longitudinal velocity in the flow field at the third fuselage region;

FIG. 70 is a flow chart of operations included in a method of improving performance of an aircraft having a high-lift device coupled to an airfoil.

Detailed Description

referring now to the drawings, wherein the showings are for the purpose of illustrating preferred and various embodiments of the present disclosure, there is shown in FIG. 1 a perspective view of an example of a wing-body fusion aircraft 106 having an aircraft body 108 and a pair of wings 128. The wing 128 can include one or more trailing edge devices 126, such as trailing edge flaps and ailerons. Further, the wings 128 may each include a wing tip device 130, such as a winglet (not shown). Fuselage fusion aircraft 106 may further include one or more tail surfaces 132, such as vertical tail surfaces or outwardly-canted tail surfaces. Further, the wing-body fusion vehicle 106 may include a propulsion unit, such as a pair of turbine engines 110 located above the vehicle body 108 at the aft end of the vehicle 100. Each of the wings 128 includes one or more high-lift devices 200, the one or more high-lift devices 200 being shown in a device retracted position 224 on the airfoil leading edge 118 of the wing 128. The high-lift device 200 may be movable between a device retracted position 224 and a device extended position 226.

referring to fig. 2, the fuselage fusion aircraft 106 is shown in a configuration in which each of the high-lift devices 200 has been moved from the device retracted position 224 (fig. 1) to the device extended position 226. Also shown are vortices 302 originating from the device end 222 of the respective high lift device 200 in the device retracted position. Each vortex is generated as a result of a discontinuity 300 between the device end 222 and the airfoil leading edge 118 and/or laterally adjacent portions of the aircraft body 108. For the flight condition of the aircraft in FIG. 2, vortex 302 extends aft from device end 222 along a path that may cause vortex 302 to distort the airflow entering engine inlet 112 of turbine engine 110.

fig. 3-4 illustrate the aircraft 100 in flight conditions that cause vortices 302 to follow the tail surface (e.g., the vertical tail wing 136) of the impacting aircraft 100 and may be undesirable from a structural standpoint. For example, a tailplane may be required to handle the increased aerodynamic loading due to the impingement of the vortex 302 and result in an increased weight penalty due to the structural mass of the tailplane. Vortex 302 may also be undesirable from a stability and control standpoint. For example, the vortices 302 impacting the vertical tail fin 136 and corresponding rudder (not shown) may affect the yaw control capability (e.g., rudder authority) of the aircraft 100 in areas of the design envelope where yaw control power may be reduced. For weight and/or aerodynamic reasons, it may not be feasible to design the aircraft 100 such that the vertical tail fin 136 is positioned to avoid the vortex 302. Reducing the span of the high-lift device 200 may also not be feasible as a means of relocating the device end 222 and corresponding vortex 302 to a more outboard position due to the undesirable reduction in the maximum lift coefficient that may result from the reduction in the span of the high-lift device 200.

Fig. 5 is an enlarged view of the inboard end of the high-lift device 200 of fig. 1-4 configured as a leading-edge slat 202 and shown in the device extended position 226. Also shown in FIG. 5 is a discontinuity 300 formed between the device end 222 of the leading-edge slat 202 and laterally adjacent portions of the airfoil leading edge 118 and/or the aircraft body 108 of the aircraft 100 when the leading-edge slat 202 is in the device extended position 226. The discontinuity 300 may be a stepped recess formed between the device end 222 and the airfoil leading edge 118 and/or laterally adjacent portions of the aircraft body 108. At the discontinuity 300, the device end 222 may be exposed to the oncoming airflow, and this may result in the formation of a vortex 302 originating from the device end 222. As mentioned above, vortices 302 may extend aft over airfoil 114 and may distort airflow at other locations on or near aircraft 100. For example, during certain combinations of flight conditions, such as at certain angles of attack, and/or during sideslip of aircraft 100, vortices 302 may interfere with or torque airflow entering engine inlet 112 of turbine engine 110, as shown in fig. 2, or vortices 302 may impact airfoils 132, as shown in fig. 3-4 and described above. Further, the discontinuity 300 between the device end 222 and the airfoil leading edge 118 or the aircraft body 108 may reduce the maximum lift coefficient of the aircraft 100 that may affect the takeoff speed and/or landing speed of the aircraft 100.

FIG. 6 is a cross-sectional view of the wing 128 illustrating the leading-edge slat 202 in the device extended position 226 and showing an example of a device actuation system 232 of the leading-edge slat 202. The device actuation system 232 may include one or more arcuate guide tracks 238. Each guide rail 238 may be supported by one or more guide rollers 242 mounted to the airfoil leading edge 118. Each guide track 238 may include a track front end 240 coupled to the leading edge slat 202. The device actuator 234 may be configured as a torque tube (not shown) or an electric motor (not shown) having a pinion 236 for engaging teeth (not shown) of a guide track 238 such that rotation of the pinion 236 causes movement of the guide track 238, which in turn causes movement of the slat 202 between the device retracted position 224 and the device extended position 226.

Fig. 7 illustrates an example of a fuselage fusion aircraft 106 having the presently disclosed end seal arrangement 400, the end seal arrangement 400 being mounted on each of the wings 128 on the inboard side of the leading-edge slat 202. In the present disclosure, each end seal 400 includes an end seal body 402 that may be coupled to an airfoil 114 (such as the wing 128 of the fuselage fusion aircraft 106). The end seal body 402 is configured to be in a seal retracted position 420 when the high lift device 200 is in the device retracted position 224 and configured to be in a seal extended position 422 (fig. 13) when the high lift device 200 is in the device extended position 226 (fig. 13). For example, the end seal apparatus 400 may include a seal actuator 434 (fig. 11) configured to transition the end seal body 402 between the seal retracted position 420 and the seal extended position 422. In some examples, the end seal body 402 may be transitioned between the seal retracted position 420 and the seal extended position 422 independently of the transition of the high-lift device 200 between the device retracted position 224 and the device extended position 226. In this regard, the end seal device 400 may be provided in a configuration in which the end seal body 402 is configured to not be coupled to the high-lift device 200 such that the end seal body 402 moves independently of the high-lift device 200.

fig. 8 is an enlarged view of a portion of the wing-body fusion vehicle 106 showing an example of the end seal body 402 in an embodiment configured to be rotated about the seal pivot axis 442 at the pivot end 440 of the end seal body 402. As described in more detail below, the end seal body 402 may be rotated about the seal pivot axis 442 to move the end seal body 402 between the seal retracted position 420 and the seal extended position 422 (fig. 13) for filling a discontinuity 300 (fig. 5) that would otherwise occur between the device end 222 and the airfoil leading edge 118 of the aircraft 100 and/or laterally adjacent portions of the aircraft body 108. Advantageously, in any of the end seal arrangement 400 embodiments disclosed herein, the end seal body 402 may fill the discontinuity 300 and thereby form a smooth, non-abrupt transition between the device end 222 and the airfoil leading edge 118 and/or a portion of the aircraft body 108 laterally adjacent the device end 222.

as mentioned above, the end seal 400 may mitigate or prevent disruption of the airflow that may otherwise occur due to the discontinuity 300. In this regard, the end seal body 402 may mitigate or prevent the formation of vortices 302 (fig. 2 and 5) that would otherwise be generated by exposure of the device end 222 to the oncoming airflow. The mitigation or prevention of vortices 302 may reduce or avoid the impact of such vortices 302 on one or more tail surfaces 132 (e.g., vertical tail wing 136) of aircraft 100 (e.g., fig. 3-4), which may reduce or avoid undesirable buffeting on tail surfaces 132. The end seal body 402 may optionally be configured to increase the maximum lift coefficient of the aircraft 100 relative to the maximum lift coefficient of the same aircraft without the end seal arrangement. In one embodiment, the end seal body 402 may be provided with a non-lifting shape. With new aircraft designs, the end seal arrangement 400 may be designed to mitigate or prevent the formation of vortices 302 that would otherwise affect the engines (e.g., turbine engine 110), the tail planes 132 (e.g., vertical tail fin 136), and this also increases the maximum lift coefficient of the aircraft 100.

In fig. 8, the end seal body 402 has a seal body spanwise portion 404 that defines a seal length 406 of the end seal body 402. The end seal body 402 also has a seal body leading edge 408 and a seal body trailing edge 410. Further, the end seal body 402 has a seal end 412 that is configured to be disposed near the device end 222 of the high lift device 200 at least when the end seal body 402 and the high lift device 200 are in the seal extended position 422 (fig. 13) and the device extended position 226 (fig. 13), respectively. The end seal body 402 has a seal width 418 measured in a direction locally perpendicular to the seal body leading edge 408. In the example shown, the end seal body 402 may have an elongated triangular shape with a seal width 418 that generally tapers from the seal end 412 of the end seal body 402 to the pivot end 440 of the end seal body 402.

in any of the end seal apparatus examples disclosed herein, the end seal body 402 may have an aspect ratio of the seal length 406 to the seal width 418 that is not less than 1. For example, the end seal body 402 may have an aspect ratio of at least 2. Providing the end seal body 402 with an aspect ratio of no less than 1 may result in a relatively smooth or non-abrupt transition in the spanwise profile of the airfoil 114 when the high lift device 200 is in the extended position. However, in some examples, the end seal body 402 may have a length to width ratio of less than 1, and this may be capable of mitigating or preventing the formation of vortices 302 that would otherwise originate from the device end 222 of the high-lift device 200.

FIG. 9 shows the leading edge slat 202 in the device retracted position 224. As mentioned above, the leading-edge slat 202 may be moved to the device extended position 226 (fig. 14) by means of the device actuation system 232. The device actuation system 232 may move the leading-edge slat 202 forward and downward along the airfoil upper surface 120 from the device retracted position 224 to the device extended position 226. However, the leading-edge slat 202 may be actuated by any of a variety of means for movement between a device retracted position 224 and a device extended position 226 (FIG. 14). The high-lift device 200 is not limited to being configured as a slat 202, and may be provided in other configurations described below, such as Krueger flaps 204 (FIGS. 34-35), deformed leading edges 206 (FIGS. 40-47), or other device configurations.

fig. 10 illustrates a cross-section of the end seal body 402 in a seal retracted position 420 at a position approximately midway between the sealing end 412 (fig. 8) and the pivot end 440 (fig. 8) of the end seal body 402.

fig. 11 shows a cross-section of the end seal body 402 at the seal pivot axis 442 and illustrates an example of a seal actuation system 432 for rotatably moving the end seal body 402 between the seal retracted position 420 and the seal extended position 422, as described in more detail below. At any location along the seal length 406, the end seal body 402 may have a seal outer mold line 424, the outer mold line 424 having a profile that is complementary to (e.g., substantially matches) and/or substantially conforms to the profile of the airfoil outer mold line 124 when the end seal body 402 is in the seal retracted position 420.

Referring to fig. 12, the wing body fuses the aircraft 106 and the end seal body 402 on each wing 128 that is moved to the seal extended position 422, and also shows the high-lift devices 200 (e.g., slats 202) in the device extended position 226. Although the aircraft 100 includes end seals 400 only on the inboard side of each high-lift device 200, the aircraft 100 may include end seals 400 on both the inboard and outboard sides of one or more high-lift devices 200. In a still further embodiment, not shown, the aircraft 100 may include end sealing devices 400 only on the outboard side of one or more high-lift devices 200 of the aircraft 100.

fig. 13 is an enlarged view of a portion of the wing-body fusion aircraft 106 showing the high-lift devices 200 (e.g., slats) in the device extended position 226 after being moved from the device retracted position 224 shown in phantom. The end seal body 402 is shown rotated about the seal pivot axis 442 to the seal extended position 422. The sealing end 412 is shown disposed adjacent the device end 222 of the high-lift device 200. In some examples, the seal end 412 may be configured to be in abutting and/or contacting relationship with the device end 222 when the end seal body 402 is in the seal extended position 422 and the high-lift device 200 is in the device extended position 226. The end seal body 402 extends between the device end 222 and a portion of the airfoil leading edge 118 laterally adjacent the device end 222, and thereby fills a discontinuity 300 (fig. 3) that would otherwise occur between the device end 222 and the airfoil leading edge 118 of the aircraft 100 and/or a laterally adjacent portion of the aircraft body 108 (e.g., fuselage 104) if the end seal body 402 were omitted.

In fig. 13, the high-lift device 200 in the device extended position 226 has a device outer mold line 220, the device outer mold line 220 may be defined by a device upper surface 228 and optionally by a device lower surface (not shown). The device overmold line 220 has a profile. The end seal body 402 in the seal extended position 422 has a seal overmold 424, the seal overmold 424 being defined by a seal upper surface 426 and a seal lower surface (not shown). The seal overmold line 424 has a profile. In any of the end seal device embodiments disclosed herein, the profile of the end seal body 402 at the seal extended position 422 at the location of the seal end 412 may complement and/or substantially match the profile of the high-lift device 200 at the device extended position 226 at the location of the device end 222. In one example, the profile of the seal overmold line at the seal end 412 can result in a maximum height mismatch between the profile at the seal end 412 and the profile at the device end 222 of no greater than 0.25 inches (6.35 mm).

Fig. 14 is a cross-sectional view of the airfoil 114 and a high-lift device 200 (e.g., a slat) in a device extended position 226. The high-lift device 200 may be moved from the device retracted position 224 (fig. 9) to the device extended position 226 via the device actuation system 232 described above. As mentioned above, the profile of the end seal body 402 at the seal end 412 (fig. 13) may be substantially similar to the profile of the high-lift device 200 at the device end 222 (fig. 13), at least when the end seal body 402 is in the seal extended position 422 and the high-lift device 200 is in the device extended position 226.

Fig. 15 shows the end seal body 402 in the seal extended position 422 at a position approximately midway between the seal end 412 and the pivot end 440 (fig. 13). In some examples, the end seal body 402 may be configured such that, at least when the end seal body 402 is in the seal extended position 422 as shown in fig. 13, the seal body trailing edge 410 is maintained in sealing engagement with the airfoil upper surface 120 of the airfoil leading edge 118. Maintaining a sealing engagement between the seal body trailing edge 410 and the airfoil upper surface 120 may prevent airflow between the aerodynamic end seal body 402 of the airfoil 114 and the airfoil 114 from otherwise adversely affecting. In some examples, the seal body trailing edge 410 may be maintained in sealing engagement with the airfoil upper surface 120 during movement of the end seal body 402 between the seal retracted position 420 (fig. 8) and the seal extended position 422 (fig. 13).

fig. 16 shows the end seal body 402 at the seal pivot axis 442 when the end seal body 402 is in the seal extended position 422. The profile of the end seal body 402 may be complementary to the profile of the airfoil outer mold line 124 at the seal pivot axis 442 and at any other location along the seal body spanwise portion 404.

Fig. 17 shows an example of a seal actuation system 432 for rotating the end seal body 402 between the seal retracted position 420 (fig. 13) and the seal extended position 422 (fig. 13). In the example shown, the seal actuation system 432 is configured as a rotary mechanism 436 with a seal actuator 434, such as an electromechanical actuator or electric motor mounted to or within the airfoil leading edge 118. The rotary mechanism 436 may include a shaft 438 coincident with the seal pivot axis 442 and rotatably driven by the seal actuator 434. The pivot end 440 of the end seal body 402 may be fixedly coupled to the shaft 438 to rotate the end seal body 402 between the seal retracted position 420 to the seal extended position 422. The seal pivot axis 442 and the shaft 438 may be oriented as follows: such that the end seal body 402 in the seal retracted position 420 (fig. 9) nests against the airfoil upper surface 120 and such that the seal end 412 (fig. 13) of the end seal body 402 in the seal extended position 422 (fig. 13) is positioned complementary to the device end 222 (fig. 13) of the high-lift device 200 (fig. 13) in the device extended position 226.

in an embodiment not shown, the seal actuation system may alternatively be configured as a linear actuation system (not shown) located near the seal end 412 and configured to rotate the end seal body 402 about a simple pivot (not shown) at the pivot end 440. Such a linear actuation system may include a guide track (not shown) or a drive screw (not shown) having one end coupled to the end seal body 402 near the seal end 412. The linear actuation system may also include a seal actuator (not shown), such as a rotary actuator or a linear actuator, which may be operably coupled to a guide track or drive screw for moving the seal end 412 of the end seal body 402 between the seal retracted position 420 and the seal extended position 422. Such a linear actuation system may be provided in an electromechanical, hydraulic or pneumatic configuration.

In any of the end seal 400 embodiments disclosed herein, the seal actuator 434 may be a rotary actuator or a linear actuator, and may be configured as a seal motor, such as a servo motor, brushless DC motor, stepper motor, or other motor configuration. Alternatively, seal actuator 434 may be a hydraulic actuator that may be coupled to a hydraulic flight control system (not shown) of aircraft 100. In still further embodiments, the seal actuator 434 may be a pneumatic actuator. In fig. 17, the rotation mechanism 436 may be configured to move the end seal body 402 in the following manner: such that the seal body trailing edge 410 (fig. 13) is maintained in contact with the airfoil upper surface 120 (fig. 13) at least when the end seal body 402 is in the seal extended position 422 and optionally also during movement of the end seal body 402 between the seal retracted position 420 (fig. 13) and the seal extended position 422. However, in examples not shown, the end seal body 402 may be configured such that a gap 429 (e.g., fig. 43) occurs between the seal body trailing edge 410 and the airfoil upper surface 120 when the end seal body 402 is rotated into the seal extended position 422.

fig. 18 is a cross-sectional view of the interface between the device end 222 of the high-lift device 200 and the seal end 412 of the end seal body 402. The end seal arrangement 400 may include an interface seal element 414 located between the seal end 412 and the device end 222 of the high-lift device 200 and may be coupled (e.g., mechanically fastened, adhesively bonded, etc.) to the seal end 412 and/or to the device end 222. The interface seal element 414 may reduce or prevent airflow between the seal end 412 and the device end 222 at least when the end seal device 400 and the high-lift device 200 are in the seal extended position 422 and the device extended position 226, respectively. In an embodiment, the interfacial seal element 414 may be a non-load bearing component formed from a resiliently compressible material, such as foam rubber or other resiliently compressible and/or elastomeric material. In other embodiments, the interface sealing element 414 may be configured as a ball seal or other sealing configuration. The interface seal element 414 may be fixedly coupled to the seal end 412 or to the device end 222 for configurations in which the end seal body 402 and the high-lift device 200 are extended and retracted independently of one another and/or for configurations in which the end seal body 402 and the high-lift device 200 are extended and/or retracted at different times and/or at different rates. For configurations in which the end seal body 402 and the high-lift device 200 are extended and/or retracted in unison, the interface seal element 414 may be fixedly coupled to both the seal end 412 and the device end 222.

Referring to fig. 19-32, a top view of a wing-body fusion aircraft 106 with a high-lift device 200 in a device extended position 226 is shown in fig. 19, the high-lift device 200 configured as a leading-edge slat 202. Also shown is an end seal arrangement 400 in a seal extended position 422 and on the inboard side of each of the high lift devices 200. FIG. 20 illustrates an example of an end seal body 402 configured for spanwise telescoping from a seal retracted position 420 to a seal extended position 422 (FIG. 24) as described below. The end seal body 402 is in the seal retracted position 420 and is housed within the high-lift device 200 in the device retracted position 224. Fig. 21 is a cross-sectional view of the airfoil 114 of fig. 20 illustrating an example of an end seal body 402 housed within the high-lift device 200 in the device retracted position 224. The end seal body 402 has a cross-sectional shape that may be complementary and/or substantially similar to the cross-sectional shape of the interior of the high-lift device 200. The end seal body 402 may be hollow, or the end seal body 402 may have a non-hollow cross-section.

Fig. 22 illustrates the high-lift device 200 after moving from a device retracted position 224 (shown in phantom) to a device extended position 226. The end seal body 402 in the seal retracted position 420 may be completely contained within the interior of the high lift device 200 at a location near the device end 222. Fig. 23 is a cross-sectional view of an end seal body 402 housed within the high-lift device 200 shown in the device extended position 226.

fig. 24 shows the high-lift device 200 in the device extended position 226 and the end seal body 402 in the seal extended position 422 and protruding out of the device end 222 of the high-lift device 200. The end seal body 402 may be configured to be translated from a seal retracted position 420 (fig. 22) to a seal extended position 422 by way of spanwise telescoping of the end seal body 402. In this regard, the end seal body 402 may move in a spanwise direction of the high lift device 200 and may protrude the device end 222. FIG. 25 is a cross-sectional view of the airfoil 114 illustrating the end seal body 402 in the seal extended position 422. During spanwise telescoping, at least a portion of the end seal body 402 may move out of the device end 222 of the high-lift device 200 (fig. 24). The end seal body 402 may be moved spanwise until the seal body spanwise portion 404 reaches a seal extended position 422, which seal extended position 422 may be described as the point at which the seal body spanwise portion 404 contacts the airfoil leading edge 118 of the aircraft 100 or a laterally adjacent portion of the aircraft body 108.

FIG. 26 illustrates the seal body trailing edge 410 in contact with the airfoil upper surface 120 of the airfoil 114. In some examples, the end seal body 402 may be translated in a spanwise direction until the seal body trailing edge 410 contacts the airfoil leading edge 118 and/or the aircraft body 108 (fig. 24) of the aircraft 100. For telescoping movement, the end seal body 402 may be completely contained within the high-lift device 200 when the end seal body 402 is in the seal retracted position 420, and a portion of the end seal body 402 may be contained within the high-lift device 200 when the end seal body 402 is in the seal extended position 422.

FIG. 27 illustrates a seal body trailing edge 410 having a gap seal element 430 mounted along the underside of the seal body spanwise portion 404 of the end seal body 402 for sealing a gap 429 (FIG. 43) that would otherwise occur between the seal body spanwise portion 404 and the airfoil upper surface 120, and thereby preventing airflow between the seal body spanwise portion 404 and the airfoil upper surface 120. A gap sealing element 430 may be included in the end seal device 400, for which purpose the high-lift device 200 (e.g., leading-edge slat 202) in the device extended position 226 (fig. 42) forms a gap 429 (fig. 42) between the trailing edge of the high-lift device 200 and the airfoil upper surface 120 as shown in fig. 42 and described below. In fig. 27, the gap seal element 430 may be a strip of resiliently compressible material, or the gap seal element 430 may be formed in an extruded shape, such as a spherical shape. The gap seal element may be coupled to the seal body spanwise portion 404 via adhesive bonding, mechanical fastening, or other attachment means. The gap seal element 430 may be located near the seal body trailing edge 410 and may seal the end seal body 402 to the airfoil upper surface 120 and may prevent airflow from the airfoil lower surface 122 (fig. 26) to the airfoil upper surface 120, or vice versa, at least when the end seal body 402 is in the seal extended position 422.

FIG. 28 illustrates an example of a seal actuation system 432 configured as a telescoping actuation mechanism 444 for spanwise movement of the end seal body 402 (FIG. 24) between the seal extended position 422 (FIG. 22) and the seal retracted position 420 (FIG. 24). In the example shown, the telescopic actuation mechanism 444 may include a seal actuator 434, such as an electric motor, mounted to or within the high-lift device 200. The telescoping actuation mechanism 444 may include a rack and pinion assembly 446 for linearly translating the end seal body 402 between the seal extended position 422 and the seal retracted position 420. Alternatively, the telescopic actuation mechanism 444 may include a screw drive assembly (not shown) having a threaded shaft (not shown) that is rotatably driven by the seal actuator 434 (e.g., an electric motor) and to which the end seal body 402 may be engaged by a nut (not shown) that may be threadably mounted on the threaded shaft. The seal end 412 may be operably coupled to the nut such that rotation of the threaded shaft by the seal actuator 434 is translated into spanwise translation of the end seal body 402 between the seal retracted position 420 and the seal extended position 422. A telescoping actuation mechanism 444, such as a rack and pinion assembly 446 or a screw drive assembly (not shown), may be hydraulically actuated or pneumatically actuated. The telescopic actuation mechanism 444 may optionally be configured as a linear actuator of the electric, hydraulic or pneumatic type.

fig. 29 is an enlarged view of a portion of fuselage fusion aircraft 106, showing an example of end seal 400 in a deformed configuration. The high-lift device 200 is shown in a device retracted position 224 and may be configured as a slat 202 (FIG. 9), Krueger flap 204 (FIGS. 35-38), a deformed leading edge 206 (FIGS. 44-49), or other type of high-lift device 200. In the deformed configuration, the end seal body 402 contains the portion of the airfoil leading edge 118 or aircraft body 108 laterally adjacent the device end 222 of the high-lift device 200. In this regard, the airfoil leading edge 118 or laterally adjacent portion of the aircraft body 108 is configured to act as the end seal body 402 and deform between a seal retracted position 420 (fig. 29-30) and a seal extended position 422 (fig. 31-32). The end seal body 402 (e.g., the airfoil leading edge 118 or a laterally adjacent portion of the aircraft body 108) may include a deformable structure (not shown) and/or may be constructed of a deformable material (not shown) at least within the generally triangular region bounded by the seal body trailing edge 410 (shown in phantom) and the seal end 412.

In the present disclosure, a deformable structure and/or deformable material may be described as a structure or material that allows the end seal body 402 to deform between the seal retracted position 420 and the seal extended position 422 while providing the strength and/or stiffness characteristics required to support the end seal body 402 under aerodynamic and/or structural loading. Examples of deformable structures include a plurality of deformation actuators 214 and linkages 212, which linkages 212 may be elastically flexible skins coupled to the deformation front 206 as shown in fig. 49 and described below. However, the deformable structure may be provided in any number of configurations and is not limited to the arrangement of the deformation actuator 214 and the linkage 212. Examples of deformable materials may include the above-mentioned flexible skin, which may be formed of metallic materials (e.g., titanium, steel) and/or non-metallic materials, such as fiber-reinforced polymer-based materials, such as composite materials (e.g., epoxy). Alternatively or additionally, the end seal arrangement 400 in the deformed configuration may include a deformation actuating mechanism 450 operatively coupled to the end seal body 402, the end seal body 402 may be formed from a flexible and elastically stretchable skin (not shown) supported by an elastically flexible liner or core (not shown) having strength and stiffness characteristics capable of supporting the end seal body 402 under aerodynamic loading in both the seal retracted position 420 and the seal extended position 422.

Fig. 30 is the cross-sectional view of fig. 29, illustrating an example of a morphing actuation mechanism 450 for actuating an end seal body 402 (e.g., the airfoil leading edge 118 or a laterally adjacent portion of the aircraft body 108) between a seal retracted position 420 and a seal extended position 422 (fig. 31-32). In the illustrated example, the morphing actuation mechanism 450 includes at least one morphing actuator 214 configured as a push-pull actuator mounted to and/or within the airfoil leading edge 118. One end of the deformation actuator 214 may be coupled to the spar 116 of the airfoil 114 and an opposite end of the deformation actuator 214 may be coupled to an interior of the skin 208 of the end seal body 402 such that retraction and extension of the deformation actuator 214 causes deformation of the end seal body 402 between a seal retracted position 420 and a seal extended position 422 (fig. 31-32).

Fig. 31 shows a portion of the wing-body fusion aircraft 106 of fig. 29 illustrating the high-lift device 200 in the device extended position 226. Also shown is end seal body 402 after being deformed into seal extended position 422. In the seal extended position 422, the end seal body 402 fills a discontinuity 300 (e.g., fig. 5) that would otherwise occur between the device end 222 and the airfoil leading edge 118 or laterally adjacent portion of the aircraft body 108. When deformed to the seal extended position 422, the profile of the end seal body 402 at the location of the seal end 412 may complement and/or substantially match the profile of the device end 222 of the high-lift device 200 in the device extended position 226.

Fig. 32 is the cross-sectional view of fig. 31 showing the end seal body 402 after being deformed into the seal extended position 422 by the deformation actuator 214. Skin 208 and/or internal support structures (not shown) of end seal body 402 may be configured to stretch from seal retracted position 420 to seal extended position 422 during deformation, and may be configured to return to an original, unstretched shape of skin 208 when deformation actuator 214 deforms end seal body 402 back to seal retracted position 420. Although shown with a single deformation actuator 214 located near the sealing end 412, the deformation actuation mechanism 450 may include any one or more of any number of a variety of different types of actuators (e.g., rotary, linear, electromechanical, hydraulic, pneumatic, etc.) mounted at one or more locations along the length of the end seal body 402.

although fig. 29-32 illustrate the end seal body 402 in the context of the wing-to-body fusion vehicle 106, the deformed configuration of the end seal body 402 may be implemented on any of a variety of different types of vehicles, such as the tube wing vehicle 102 shown in fig. 33-34 and described below. Further, the end seal body 402 is not limited to deforming from laterally adjacent portions of the airfoil leading edge 118, and may instead be configured to deform from laterally adjacent portions of the aircraft body 108. Although not shown, for configurations in which the high lift device 200 and the end seal body 402 move in unison with one another, the seal end 412 of the end seal body 402 in the deformed configuration may be coupled to the device end 222 of the high lift device 200 (e.g., fig. 18). Alternatively, the end seal body 402 in the deformed configuration may not be coupled to the high lift device 200 such that the end seal body 402 may move independently of the high lift device 200.

advantageously, the deformed configuration of the end seal body 402 (fig. 29-32) may reduce or avoid the occurrence of abrupt or abrupt changes in the surface profile of the end seal body 402 along the seal body trailing edge 410 at the interface with the airfoil upper surface 120 and at the interface with the airfoil lower surface 122. For example, in both the seal retracted position 420 (fig. 30) and the seal extended position 422 (fig. 32), the surfaces of the end seal body 402 at the seal upper surface 426 and at the seal lower surface 428 may be tangent to the airfoil upper surface 120 and the airfoil lower surface 122, respectively, at the seal body trailing edge 410. By avoiding abrupt or abrupt changes in the surface of the airfoil 114 when the end seal body 402 is in the seal retracted position 420 and the seal extended position 422, disruptions in the airflow over the airfoil 114 may be avoided, which may advantageously promote laminar flow over the airfoil 114 at high angles of attack.

referring to fig. 33-34, an example of a tube wing vehicle 102 is shown that may have one or more of the presently disclosed end seal arrangements 400. Fig. 33 shows a tube wing vehicle 102 having a fuselage 104 and a pair of wings 128. In the present disclosure, the fuselage 104 of the tube wing aircraft 102 includes an aircraft body 108. The fuselage 104 may have a tubular shape. The tube wing aircraft 102 further includes tail surfaces 132, such as a horizontal tail 134 and a vertical tail 136, any of which may include one or more end seal arrangements 400. The wing 128 of the ducted wing aircraft 102 may include one or more trailing edge devices 126, such as ailerons and flaps. In addition, the wing 128 may include one or more high lift devices 200, which may be in a device retracted position 224 in fig. 33. One or more of the high-lift devices 200 may be movable between a device retracted position 224 and a device extended position 226. Fig. 34 shows a winged aircraft 102 in which the high-lift device 200 is configured as a Krueger flap 204 and is shown in a device extended position 226.

fig. 35 shows a portion of the winged aircraft 102 illustrating the Krueger flap 204 in the device extended position 226. Also shown is an end seal 400 mounted on each of the opposing device ends 222 of each Krueger flap 204 for filling a discontinuity 300 (fig. 3) that would otherwise occur if the end seal 400 were omitted from the aircraft 100. FIG. 36 is a front view of the winged aircraft 102 showing one of the Krueger flaps 204 in the device extended position 226. A pair of end seals 400 are located on each of the opposing device ends 222 of the Krueger flap 204. Fig. 37 is a cross-sectional view of the wing 128 showing an example of the Krueger flap 204 after moving from the device retracted position 224 to the device extended position 226. In the device retracted position 224, the Krueger flap 204 may form a portion of the underside of the airfoil leading edge 118 and may be rotated outward and/or downward into the device extended position 226 to increase the camber and/or surface area of the wing 128. The Krueger flaps 204 may be actuated by device actuators 234, which in the illustrated example, the device actuators 234 may be configured as electromechanical, pneumatic, or hydraulic actuators, which may be coupled to a hydraulic flight control system of the aircraft 100.

fig. 38 is a cross-sectional view of an example of an end seal body 402 in a flap configuration. The end seal body 402 may be moved into the seal extended position 422 in a manner similar to actuation of the Krueger flap 204. For example, a forward portion of the end seal body 402 may be hingedly coupled to the airfoil leading edge 118 and may be configured to be rotated outward and downward into the seal extended position 422 using a relatively small seal actuator 434 (such as an electromechanical, pneumatic, or hydraulic actuator).

In any of the end seal embodiments disclosed herein, the end seal body 402 may be configured such that actuation of the high-lift device 200 between the device retracted position 224 and the device extended position 226 also causes the end seal body 402 to move between the seal retracted position 420 and the seal extended position 422. In the example of the Krueger flap 204 shown in fig. 36-37, the end seal body 402 can be configured such that the device actuator 234 moves the end seal body 402 between the seal retracted position 420 and the seal extended position 422 in concert with movement of the Krueger flap 204 between the device retracted position 224 and the device extended position 226. Fig. 39 is a cross-sectional view of a portion of the end seal body 402 and a portion of the high-lift device 200, and illustrates an arrangement in which the seal end 412 is rigidly coupled to the device end 222. The rigid attachment may include one or more mechanical fasteners 416 that fixedly secure the seal end 412 to the device end 222 such that the high lift device 200 and the end seal body 402 move in unison, such as during actuation of the high lift device 200 by the device actuator 234 (fig. 37).

Referring to fig. 40-42, a portion of a tube wing aircraft 102 is shown in fig. 40, the high lift device 200 of the tube wing aircraft 102 configured to be movably coupled to leading edge slats 202 of the wing 128. The leading edge slat 202 is shown in a device retracted position 224. Also shown is a pair of end seal arrangements 400 on opposite sides of each of the high lift devices 200, each having an end seal body 402 shown in a sealed retracted position 420. Each of the end seal bodies 402 may have a generally triangular shape. The end seal body 402 is located adjacent the opposite device end 222 of each of the leading edge slats 202. FIG. 41 shows the leading-edge slat 202 in the device extended position 226. The end seals 400 are each shown in a seal extended position 422.

FIG. 42 is a cross-sectional view of an airfoil (e.g., wing 128) illustrating a leading-edge slat 202 in a device extended position 226. Similar to the device actuation system 232 described above and shown in FIG. 4, the leading-edge slats 202 may be actuated by device actuators 234, such as torque tubes (not shown) or electric motors (not shown), each of which may have a pinion 236 for engaging teeth (not shown) of an arcuate guide track 238. Rotation of the device actuator causes movement of the guide track 238 to move the leading edge slat 202 between the device retracted position 224 and the device extended position 226. In the illustrated example, the leading-edge slat 202 is configured to form a gap 429 between the leading-edge slat 202 and the airfoil upper surface 120 when the leading-edge slat 202 is in the device extended position 226. The gap 429 may allow air to flow upwardly through the gap and then generally rearwardly to energize the airflow over the airfoil upper surface 120 and thereby facilitate attachment of the airflow to the airfoil upper surface 120, such as at high angles of attack.

FIG. 43 is a cross-sectional view of an end seal arrangement 400 taken in a slat configuration arranged similarly to that of the leading-edge slat 202. The end seal arrangement 400 may be configured to move between a seal retracted position 420 and a seal extended position 422 via chordwise movement of the end seal body 402 relative to and/or over the airfoil leading edge 118. For example, the end seal body 402 may be configured to move along the airfoil upper surface 120 generally parallel to the direction of movement of the leading-edge slat 202. Similar to the gap 429 described above that is formed between the trailing edge of the leading-edge slat 202 and the airfoil upper surface 120 when the leading-edge slat 202 is in the device extended position 226, the end seal device 400 in the device extended position 226 may also be configured to form the gap 429 between the seal body trailing edge 410 of the seal body spanwise portion 404 and the airfoil upper surface 120. The gap 429 may allow air to flow upwardly between the sealing body spanwise portion 404 and the airfoil upper surface 120, and then flow rearwardly along the airfoil upper surface 120 to facilitate attachment of the airflow to the airfoil upper surface 120 at high angles of attack.

in fig. 43, the end seal apparatus 400 may include a chordal actuation mechanism 448 including a seal actuator 434 coupled to the airfoil leading edge 118 for actuating the end seal body 402. The chordal actuation mechanism 448 may include at least one arcuate guide track 238 similar to the guide track 238 described above for the slat 202. The guide rail 238 for the end seal body 402 may be supported by one or more guide rollers 242 mounted to the airfoil leading edge 118. As described above, the guide rail 238 may include a rail front end 240 coupled to the end seal body 402. The seal actuator 434 may be configured as an electric motor having a pinion 236 for engaging teeth (not shown) of the guide track 238 such that rotation of the pinion 236 via the electric motor causes chordal movement of the end seal body 402 between the seal retracted position 420 and the seal extended position 422. Alternatively, the seal actuator 434 may be coupled to the device actuator 234 (e.g., torque tube) such that actuation of the leading edge slat 202 causes simultaneous actuation of the end seal body 402.

44-50, an example of an airfoil 114 is shown in FIG. 44, wherein a portion of the airfoil leading edge 118 is configured to act as a deformed leading edge 206 for the high-lift device 200 of the airfoil 114. In fig. 44, the deformed leading edge 206 is shown in the device retracted position 224. Advantageously, the deformed leading edge 206 provides a means for temporarily increasing the camber of the airfoil 114 while maintaining laminar flow over the airfoil 114 due to the avoidance of steps, gaps, and/or sharp edges associated with the deployment of conventional leading edge devices.

fig. 45 shows the deformed leading edge 206 in the device extended position 226, and this may result in the formation of vortices 302 originating from the device end 222 of the deformed leading edge 206 as a result of the device end 222 being exposed to the oncoming airflow.

fig. 46 shows the deformed leading edge 206 in the device extended position 226. Also shown is a pair of end seals 400 in a seal retracted position 420. Each of the end seal devices 400 has an end seal body 402 that may be received within the deformed leading edge 206 at a location near the device end 222 of the deformed leading edge 206. Fig. 47 shows a pair of end seal bodies 402 after being telescopically translated outwardly from an opposing pair of device ends 222, respectively, of the deformed leading edge 206.

fig. 48 is a plan view of airfoil 114 showing deformed leading edge 206 in device extended position 226, and further showing a pair of end seal bodies 402 configured to telescopically translate out of device end 222. FIG. 49 is a cross-sectional view of the airfoil 114 illustrating an example of a linkage system 210 that may be implemented for deforming the airfoil leading edge 118 from a device retracted position 224 to a device extended position 226. The linkage system 210 may include a plurality of links 212 that may be pivotably coupled at one end to the spar 116 of the airfoil 114 and at an opposite end to the skin 208 defining the deformed leading edge 206. Linkage system 210 may further include one or more deformation actuators 214 coupled to spar 116 and pivotably connected to one or more of links 212. The link 212 may be configured such that actuation of the deformation actuator 214 causes the skin 208 of the deformed leading edge 206 to translate between a first shape 207 that substantially matches the profile of the airfoil outer mold line 124 when the deformed leading edge 206 is in the device retracted position to a second shape 209 in which the deformed leading edge 206 is bent or sagged downward in the device extended position 226.

fig. 50 is a cross-sectional view of the deformed leading edge 206, illustrating an example of the end seal body 402 in the seal extended position 422 after the end seal body 402 telescopically translates out of the interior of the deformed leading edge 206. In one embodiment, the end seal body 402 may be telescopically moved out of the device end 222 (fig. 48) until the sealing end 412 (fig. 48) of the end seal body 402 is aligned with the device end 222 of the deformed leading edge 206. When the end seal body 402 is in the seal extended position 422, the profile of the end seal body 402 at the seal end 412 may substantially match the profile of the deformed leading edge 206 at the device end 222 such that airflow is prevented from flowing between the seal end 412 of the end seal body 402 and the device end 222 of the deformed leading edge 206.

fig. 51 illustrates an example of a telescoping actuation mechanism 444 for spanwise translation of each end seal body 402 between a seal retracted position 420 (fig. 48) and a seal extended position 422 (fig. 48). Similar to the example described above and shown in fig. 28, each telescoping actuation mechanism 444 may include a seal actuator 434 having a pinion gear 236, the pinion gear 236 being operatively engaged to a rack and pinion assembly 446. Rotation of the pinion 236 via the seal actuator 434 may result in linear translation of the end seal body 402 between the seal extended position 422 and the seal retracted position 420. However, the telescopic actuation mechanism 444 may be provided in an alternative configuration, such as a screw drive assembly (not shown).

referring to fig. 52-62, an example of an end seal 400 (e.g., fig. 54-55, 59-60) configured to be immovably secured in a seal extended position 422 is shown. Such an end seal arrangement 400 may be used in connection with a high lift device 200 which may also be permanently fixed to the airfoil 114 in the device extended position 226. The end seal device 400 immovably secured to the airfoil 114 may not be able to be moved to a device retracted position (not shown).

for example, fig. 52-53 illustrate an airfoil 114 in which a portion of the airfoil leading edge 118 is configured as a leading edge envelope 218 and which functions as a high lift device 200 for the airfoil 114. As is known in the art, the leading edge envelope 218 may be fixedly incorporated into the airfoil leading edge 118 or mounted on the airfoil leading edge 118 and may have a slightly depending lower portion that results in a locally reduced angle of attack of the airfoil 114, which may improve the stall characteristics of the aircraft 100. 52-53 illustrate vortices 302 that may originate from the device end 222 of the leading edge envelope 218 due to exposure of the device end 222 to the oncoming airflow.

FIG. 54 illustrates an example of an airfoil 114 having an end seal arrangement 400 (e.g., an end seal body 402), the end seal arrangement 400 being located on each of the opposite arrangement ends 222 of the leading edge envelope 218. Each end seal arrangement 400 may be incorporated into the airfoil 114 or integral with the airfoil 114. Alternatively, each end seal arrangement 400 may be attached to the airfoil 114, such as via mechanical fastening and/or adhesive bonding, or via other means. Fig. 55 is a plan view of airfoil 114 illustrating a pair of end seal bodies 402 that may be fixedly mounted to airfoil 114 at each of the opposite device ends 222 of leading edge cuff 218. In an embodiment, each of the end seal bodies 402 may have a semi-conical shape that tapers in size from the seal end 412 to an opposite end of the end seal body 402. The profile of each end seal body 402 at the sealing end 412 may be complementary to the profile at the device end 222 of the leading edge cuff 218. FIG. 56 is a cross-sectional view of the device outer mold line 220 of the leading edge envelope 218, illustrating a lower portion of the leading edge envelope 218 depending relative to the profile of the airfoil leading edge 118. Fig. 57 illustrates the profile of the seal overmold line 424 of the end seal body 402 at the seal end 412, which substantially matches the device overmold line 220 profile of the leading edge cuff 218 at the device end 222.

Referring to fig. 58-62, an example of an airfoil 114 having a high lift device 200 is shown in fig. 58, the high lift device 200 configured to be mounted on a fixed slot 216 on an airfoil leading edge 118. Also shown is a vortex 302 that may originate from the device end 222 of the fixed slot 216 due to the oncoming airflow impacting the device end 222. Fig. 59 illustrates an airfoil 114 having an end seal arrangement 400 (e.g., an end seal body 402), the end seal arrangement 400 being located on each of the opposite device ends 222 of the securing slot 216 and which may advantageously reduce or prevent the formation of vortices 302 (fig. 58) that would otherwise occur due to discontinuities 300 that would otherwise occur at the device ends 222. FIG. 60 is a plan view of airfoil 114 illustrating a pair of end seal bodies 402 respectively located on opposite device ends 222 of securing slot 216. Similar to the example leading edge cuff 218 (fig. 52) described above, the end seal body 402 for the securing slot 216 may also have a semi-conical shape.

FIG. 61 is a cross-sectional view illustrating an example of a securing slot 216 mounted on the airfoil leading edge 118.

Fig. 62 is a cross-sectional view of a seal overmold line 424 of end seal body 402 substantially mating device overmold line 220 of securement slot 216. As mentioned above with respect to the leading edge envelope 218, the end seal body 402 for the securing slot 216 may be integrally formed with the airfoil 114 and the securing slot 216. Alternatively, the end seal body 402 for the leading edge cuff 218 may be mounted on the airfoil 114, such as by using mechanical fasteners and/or adhesive bonding. In this regard, in any of the end seal arrangement 400 embodiments disclosed herein, the end seal arrangement 400 may be configured to be assembled during manufacture of the airfoil 114. Alternatively, the end seal arrangement 400 may be configured to be mounted on the airfoil 114 as an after-market component.

although the presently disclosed end seal arrangement 400 is shown and described in the context of a wing 128, the end seal arrangement 400 may be configured to be included in and/or mounted to any of a variety of different types of airfoils 114 and/or lifting surfaces, such as canards, tailplanes 132 (fig. 1), such as horizontal tail 134 (fig. 1) or vertical tail 136 (fig. 1), a directional elevator, a wing tip device 130 (fig. 1), or any other type of airfoil 114 and/or lifting surface, and is not limited to being coupled to the wing 128 of the aircraft 100. Further, although the tip seal arrangement 400 is shown in fig. 7, 13, and 19 as being mounted to the wing 128 of the wing-body fusion aircraft 106 as described above, the presently disclosed tip seal arrangement 400 may be mounted to the airfoil 114 of any of a variety of different types of fixed-wing aircraft (including, but not limited to, the tube-wing aircraft 102 as shown in fig. 33-34 and described above). Furthermore, the presently disclosed end seal arrangement 400 may be mounted to one or more airfoils 114 of a rotorcraft, a tilt-wing aircraft, a vertical take-off and landing (VTOL) aircraft, and any other type of powered or non-powered aircraft.

FIG. 63 is a graph plotting angle of attack 500 of the wingbody fusion aircraft 106 (e.g., FIGS. 2 and 10) during wind tunnel testing as a function of the maximum lift coefficient 502(C _Lmax). the wingbody fusion aircraft 106 has the Krueger flap 204 in the device extended position 226 (FIGS. 2 and 12) during wind tunnel testing. the graph shows two curves of angle of attack 500 as a function of the maximum lift coefficient 502, including a curve for a first aircraft configuration 504 (similar to the configuration shown in FIG. 2) omitted from the wingbody fusion aircraft 106 for the tip seal 400 and a curve for a second aircraft configuration 506 (similar to the configuration shown in FIG. 12) included in the wingbody fusion aircraft 106 for the tip seal 400 in the seal extended position 422. as can be seen, the second aircraft configuration 506 with the tip seal 400 results in a significant increase in the maximum lift coefficient 502 relative to the first aircraft configuration 504 omitting the tip seal 400.

referring to fig. 64-69, portions of the wingbody fusion aircraft 106 with the Krueger flap 204 in the device extended position 226 are shown in each figure. Fuselage fusion aircraft 106 is subjected to wind tunnel testing to measure the effect of tip seal 400 on the flow field at a location upstream of engine inlet 112. The wing-body fusion vehicle 106 is oriented such that the wing 128 is at a positive angle of attack of 20 degrees during the measurement of the longitudinal velocity. The longitudinal velocity is measured using a particle image velocimeter allowing optical visualization of the flow field. Each of FIGS. 64-69 includes an inset 514 graphically illustrating the speed measurement according to a legend 516 of longitudinal speed located at the lower right hand corner of each of FIGS. 64-69. The longitudinal speeds in each illustration 516 are divided into three (3) speed ranges including low, medium, and high.

in fig. 64-65, the longitudinal velocity is measured at a first fuselage region 508 that is mounted upstream of the turbine engine 110 on the right hand side of the fuselage fusion aircraft 106. In fig. 64, the tip seal arrangement 400 is omitted from the wing-body fusion vehicle 106 in a configuration similar to that of fig. 2. The lower left area of inset 514 in fig. 64 graphically illustrates a large area of low longitudinal velocity, and this indicates the presence of vortices 302 (fig. 3) that are generated due to discontinuities 300 (e.g., fig. 3) between device ends 222 (fig. 3) located on the inboard side of the Krueger flap 204 (fig. 3). In fig. 65, the end seal arrangement 400 in the seal extended position 422 is installed on the inboard side of each of the Krueger flaps 204 in a configuration similar to that of fig. 12. Inset 514 in fig. 65 graphically illustrates a relatively large area of high speed longitudinal velocity indicating the absence of added vortex 302 due to end seal 400.

fig. 66-67 are views of a wing-body fusion aircraft 106 similar to fig. 64-65, respectively, except that the longitudinal velocity is measured at a second fuselage region 510 located aft of the first fuselage region 508. In fig. 66, the end seal 400 is omitted from the fuselage fusion vehicle 106 and results in a large area of low longitudinal velocity as shown in the lower left area of inset 514 and this indicates the presence of vortex 302. In contrast, in fig. 67, the end seal arrangement 400 in the seal extended position 422 is installed inboard of the Krueger flap 204 and results in a relatively large area of high-speed longitudinal velocity as shown in inset 514, and this indicates the absence of vortices 302.

fig. 68-69 are similar to fig. 66-67, respectively, except that the longitudinal velocity is measured at a third fuselage region 512 located aft of the second fuselage region 510. In fig. 68, the area of low longitudinal velocity in inset 514 is larger in size than the corresponding inset 514 of fig. 66, indicating an increase in the size (e.g., diameter) of the vortex 302 at the third fuselage section 512 relative to the size of the vortex 302 at the second fuselage section 510. In contrast, in fig. 69, inset 514 shows a relatively large area of high speed longitudinal velocity, indicating the absence of vortex 302 due to the addition of end seal 400.

referring to fig. 70, a method 600 of improving performance of an aircraft 100 having a high-lift device 200 coupled to an airfoil 114 of the aircraft 100 is illustrated. The method 600 may include a step 602 of moving the high-lift device 200 from the device retracted position 224 to the device extended position 226. For example, the method may include moving the leading-edge slat 202 between a device retracted position 224 and a device extended position 226, as shown in FIGS. 9, 14, 20-22, and 40-42 and described above. In another example, the method can include moving the Krueger flap 204 between a device retracted position 224 and a device extended position 226, as shown in fig. 34-37 and described above. In a further example, the method can include actuating the deformation front 206 between the device retracted position 224 and the device extended position 226, as shown in fig. 40-47 and described above. However, the method may include actuating other types of high-lift devices 200 between the device retracted position 224 and the device extended position 226, and is not limited to actuating slats 202, Krueger flaps 204, or deformed leading edges 206. In still further examples described below, the high-lift device 200 may be permanently fixed to the airfoil 114 in the device extended position 226 and may not be movable to the device retracted position 224.

step 604 of the method 600 may include moving the end seal body 402 from the seal retracted position 420 to the seal extended position 422. In the seal extended position 422, the seal end 412 of the end seal body 402 may be aligned with the device end 222 of the high-lift device 200 when in the device extended position 226. In this regard, the profile at the sealing end 412 may substantially conform or match the profile of the high lift device 200. In some examples, the method may include moving the end seal body 402 between the seal retracted position 420 and the seal extended position 422 using the seal actuator 434 independent of movement of the high-lift device 200 between the device retracted position 224 and the device extended position 226. For example, referring to fig. 8-9 and 13-14, the step 604 of moving the end seal body 402 from the seal retracted position 420 to the seal extended position 422 can include rotating the end seal body 402 about a seal pivot axis 442 as shown in fig. 13. Rotation of the end seal body 402 about the seal pivot axis 442 may include rotating the end seal body 402 using a rotation mechanism 436 as described above. In some examples, the rotation mechanism 436 may be configured to rotate the end seal body 402 such that the seal body trailing edge 410 is maintained in contact with the airfoil upper surface 120 to prevent airflow therebetween, at least when the end seal body 402 is in the seal extended position 422.

Referring to fig. 20-28, in a further example, the step 604 of moving the end seal body 402 from the seal retracted position 420 to the seal extended position 422 may include moving the end seal body 402 received within the high lift device 200 in the seal retracted position 420 at least partially telescopically out of the device end 222 of the high lift device 200 in a spanwise direction. As described above, the end seal body 402 may be housed within the high lift device 200 in the device retracted position 224 and/or during deployment of the high lift device 200 from the device retracted position 224 to the device extended position 226. The end seal body 402 may be moved telescopically out of the device end 222 at least until the seal body spanwise portion 404 contacts the airfoil leading edge 118 and/or the aircraft body 108 of the aircraft 100, as shown in fig. 24. Referring to fig. 28, telescopically moving the end seal body 402 may be performed as described above using a telescopic actuation mechanism 444 for linearly translating the end seal body 402 between the seal retracted position 420 and the seal extended position 422 as described above.

35-39 and 40-43, in a further example, the step 604 of moving the end seal body 402 from the seal retracted position 420 to the seal extended position 422 may include moving the end seal body 402 in a generally chordwise direction relative to the airfoil leading edge 118 and/or over the airfoil leading edge 118 (such as along the airfoil upper surface 120). For example, where the high lift device 200 is configured as a leading edge slat 202 as shown in fig. 40 and 42, the movement of the end seal body 402 may be substantially parallel to the direction of movement of the leading edge slat 202. In some examples, the step of moving the end seal body 402 in a generally chordwise direction may include moving the end seal body 402 using a chordwise actuation mechanism 448 (including the seal actuator 434 mounted to the airfoil leading edge 118). For example, as shown in fig. 43, the chordal actuation mechanism 448 may include an arcuate guide rail 238 and a seal actuator 434 (e.g., an electric motor) for effecting chordal movement of the end seal body 402 between the seal retracted position 420 and the seal extended position 422. For an example in which the high-lift device 200 is configured as a Krueger flap 204 as shown in fig. 35-37, the pivoting movement of the end seal body 402 (e.g., fig. 38) may be performed using a seal actuator 434 as shown in fig. 38.

In some examples, the step 604 of moving the end seal body 402 between the seal retracted position 420 and the seal extended position 422 may be performed concurrently with the movement of the high-lift device 200 between the device retracted position 224 and the device extended position 226 in the step 602. For example, as shown in fig. 39, the device end 222 of the Krueger flap 204 may be rigidly coupled to the sealing end 412 of the end seal body 402, such as by using mechanical fasteners 416. Actuation of the Krueger flap 204 by the device actuator 234 may cause the end seal body 402 to be actuated in unison with the Krueger flap 204. However, in other examples, the end seal body 402 may not be coupled to the high lift device 200 such that the end seal body 402 may be moved independently of the high lift device 200. In some examples, the end seal body 402 may be actuated by the seal actuator 434 independently of, but simultaneously with, actuation of the high-lift device 200 by the device actuator 234. The step 604 of moving the end seal body 402 between the seal retracted position 420 and the seal extended position 422 may be performed before, after, or after the movement of the high-lift device 200 between the device retracted position 224 and the device extended position 226. In still further examples, the timing of the movement of the end seal body 402 between the seal retracted position 420 and/or the seal extended position 422 may at least partially overlap with the timing of the movement of the high-lift device 200 between the device retracted position 224 and/or the device extended position 226.

Step 606 of the method 600 includes passing an airflow (e.g., during flight) over an end seal 400 located near the device end 222 of the high-lift device 200 in the device extended position 226. As described above, the end seal body 402 in the seal extended position 422 is configured to fill a discontinuity 300 (fig. 3) that would otherwise occur between the airfoil leading edge 118 and the device end 222 if the end seal body 402 were omitted. As mentioned above, the seal end 412 may be in abutting and/or contacting relationship with the device end 222 when the end seal body 402 is in the seal extended position 422 and the high lift device 200 is in the device extended position 226.

Referring briefly to fig. 18, in some examples, the method may include preventing airflow between the seal end 412 and the device end 222 using the interface seal element 414 at least when the end seal body 402 and the high-lift device 200 are in the seal extended position 422 and the device extended position 226, respectively. As described above, the interface seal element 414 may be a non-load bearing element fixedly coupled to the seal end 412 and/or to the device end 222. The interface seal element 414 may be formed of a resilient compressible material that prevents airflow between the seal end 412 and the device end 222 that would otherwise interfere with the airflow and potentially cause the formation of small vortices 302.

Referring briefly to fig. 24-27, in some examples, the method may include preventing airflow between the seal body spanwise portion 404 of the end seal body 402 and the airfoil upper surface 120 of the airfoil 114 using the gap seal element 430 at least when the end seal body 402 is in the seal extended position 422. This airflow between the sealing body spanwise portion 404 and the airfoil upper surface 120 may interfere with the normal airflow over the airfoil 114. As mentioned above, the gap seal element 430 may extend along the seal body spanwise portion 404 on an inner surface of the end seal body 402 and may be coupled to the end seal body 402 via bonding and/or mechanical fastening. In one example, the gap seal element 430 may be included on a slat configuration of the end seal body 402 as shown in fig. 25-27, 41, and 43. The gap sealing element 430 may seal a gap 429 (e.g., fig. 43) that occurs between the sealing body spanwise portion 404 and the airfoil upper surface 120, and may be used in conjunction with the high-lift device 200, the high-lift device 200 being configured to form a gap 429 (fig. 42) between the high-lift device 200 and the airfoil upper surface 120 when the high-lift device is in the device extended position, as shown in fig. 42 and described above.

52-62, in some examples, the high-lift device 200 may be immovable and may be permanently fixed in the device extended position 226. For example, fig. 52-57 illustrate leading edge envelopes 218 on the airfoil leading edge 118 that may be permanently secured in a device extended position 226. 58-62 illustrate a securing slot 216 on the airfoil leading edge 118 that may be permanently secured in the device extended position 226. For an aircraft 100 having a high-lift device 200 permanently secured in the device extended position 226, the end seal body 402 may be optionally secured in the seal extended position 422 and may not be able to be moved into the seal retracted position 420. As shown in fig. 52-62, such an end seal arrangement 400 may be integrally formed with the airfoil 114 and/or the device end 222 of the high lift device 200 or fixedly mounted to the airfoil 114 and/or the device end 222 of the high lift device 200, and may thereby fill a discontinuity 300 that would otherwise occur between the airfoil leading edge 118 and the device end 222 of the high lift device 200.

Step 608 of the method 600 includes mitigating, using the end seal arrangement 400, vortices 302 generated by the airflow that are otherwise caused by discontinuities 300 (fig. 3) that occur between the sealed end 412 and the airfoil leading edge 118 and/or laterally adjacent portions of the aircraft body 108. Advantageously, as discussed above and graphically illustrated in fig. 64-69, the end seal body 402 may fill the discontinuity 300 and thereby create a smooth, non-abrupt transition between the device end 222 and the airfoil leading edge 118 and/or the portion of the aircraft body 108. By filling the discontinuity 300, the end seal body 402 may prevent the formation of the vortex 302. In addition, the end seal body 402 may prevent or reduce disruption of the airflow that would otherwise occur due to the discontinuity 300. As graphically illustrated in fig. 63, for an aircraft 100 having a high-lift device 200 in the device extended position 226, the addition of an end seal 400 may result in a significant increase in the maximum lift coefficient relative to the maximum lift coefficient of the aircraft 100 omitting the end seal 400.

further, the present disclosure includes embodiments according to the following clauses:

1. an end seal device (400) for a high-lift device (200) on an airfoil leading edge (118) of an airfoil (114) of an aircraft (100) having an aircraft body (108), comprising:

An end seal body (402) configured to be coupled to the airfoil (114) and having a seal body spanwise portion (404) and a seal end (412);

The end seal body (402) is configured to be in a seal extended position (422) when the high-lift device (200) is in a device extended position (226); and

when the end seal body (402) is in the seal extended position (422) and the high lift device (200) is in the device extended position (226), the seal body spanwise portion (404) is disposed proximate the aircraft body (108) or airfoil leading edge (118) and the seal end (412) is disposed proximate a device end (222) of the high lift device (200), the end seal body (402) in the seal extended position (422) filling a discontinuity (300) that would otherwise occur between the device end (222) and the aircraft body (108) or airfoil leading edge (118) if the end seal body (402) were omitted.

2. the end seal arrangement (400) of clause 1, wherein:

The end seal body (402) is configured to be in a seal retracted position (420) when the high lift device (200) is in a device retracted position (224).

3. The end seal arrangement (400) of clause 2, wherein the end seal body (402) is configured to move from the seal retracted position (420) to the seal extended position (422) according to one of:

rotation of the end seal body (402) about a seal pivot axis (442) located at a pivot end (440) of the end seal body (402);

-the end sealing body (402) is telescopic from a spanwise direction of the high lift device (200);

a chordwise movement of the end seal body (402) relative to the airfoil leading edge (118); and

deformation of the end seal body (402) from a portion of the aircraft body (108) or airfoil leading edge (118) laterally adjacent the device end (222).

4. The end seal arrangement (400) of clause 2, further comprising:

A seal actuator (434) configured to move the end seal body (402) between the seal retracted position (420) and the seal extended position (422).

5. the end seal arrangement (400) of clause 1, wherein:

The seal end (412) is configured to be directly coupled to the device end (222).

6. the end seal arrangement (400) of clause 1, wherein:

the end seal body (402) is configured to not be coupled to the high-lift device (200) such that the end seal body (402) moves independently of the high-lift device (200).

7. The end seal arrangement (400) of clause 1, wherein:

The end seal body (402) in the seal extended position (422) has a profile at the seal end (412) that is complementary to a profile of the high lift device (200) at the device end (222) in the device extended position (226).

8. The end seal arrangement (400) of clause 1, further comprising:

An interface sealing element (414) located between the sealing end (412) and the device end (222) and configured to prevent airflow between the sealing end (412) and the device end (222) at least when the end sealing device (400) and the high-lift device (200) are in the sealing extended position (422) and the device extended position (226), respectively.

9. The end seal arrangement (400) of clause 1, further comprising:

A gap sealing element (430) extending along the sealing body spanwise portion (404) and configured to seal the sealing body spanwise portion (404) to the airfoil upper surface (120) at least when the end sealing body (402) is in the seal extended position (422).

10. An aircraft (100) comprising:

an aircraft body (108);

At least one airfoil (114) having a high-lift device (200) on an airfoil leading edge (118);

an end seal arrangement (400) comprising:

an end seal body (402) configured to be coupled to the airfoil (114) and having a seal body spanwise portion (404) and a seal end (412);

The end seal body (402) is configured to be in a seal extended position (422) when the high-lift device (200) is in a device extended position (226); and

When the end seal body (402) is in the seal extended position (422) and the high lift device (200) is in the device extended position (226), the seal body spanwise portion (404) is disposed proximate the aircraft body (108) or airfoil leading edge (118) and the seal end (412) is disposed proximate a device end (222) of the high lift device (200), the end seal body (402) in the seal extended position (422) filling a discontinuity (300) that would otherwise occur between the device end (222) and the aircraft body (108) or airfoil leading edge (118) if the end seal body (402) were omitted.

11. The aircraft (100) of clause 10, wherein:

the aircraft (100) is one of a tube wing aircraft (102) and a wing-body fusion aircraft (106).

12. the aircraft (100) of clause 10, wherein:

The at least one airfoil (114) includes a pair of airfoils (128) each having at least one high-lift device (200); and

The aircraft (100) has at least one turbine engine (110), the at least one turbine engine (110) having an engine inlet (112) located downstream of the pair of wings (128).

13. a method (600) of improving performance of an aircraft (100) having an aircraft body (108) and a high-lift device (200) coupled to an airfoil (114), comprising:

passing an airflow over an end seal body (402) located near a device end (222) of the high lift device (200) in a device extended position (226), the end seal body (402) being in a seal extended position (422) and filling a discontinuity (300) that would otherwise occur between the device end (222) and the aircraft body (108) or airfoil leading edge (118) if the end seal body (402) were omitted; and

Using the end seal body (402) mitigates vortices (302) that are otherwise generated by the gas flow due to the discontinuities (300).

14. The method (600) of clause 13, further comprising the steps of, prior to passing the gas flow over the end seal body (402):

Moving the high-lift device (200) from a device retracted position (224) to the device extended position (226); and

moving the end seal body (402) from a seal retracted position (420) to the seal extended position (422).

15. The method (600) of clause 14, wherein the step of moving the end seal body (402) from the seal retracted position (420) to the seal extended position (422) includes one of:

rotating the end seal body (402) about a seal pivot axis (442) at a pivot end (440) of the end seal body (402);

Telescopically moving the end seal body (402) from the high-lift device (200);

Moving the end seal body (402) in a generally chordwise direction relative to the airfoil leading edge (118); and

deforming the end seal body (402) from a portion of the aircraft body (108) or airfoil leading edge (118) laterally adjacent the device end (222).

16. the method (600) of clause 14, wherein the step of moving the end seal body (402) from the seal retracted position (420) to the seal extended position (422) comprises:

Moving the end seal body (402) between the seal retracted position (420) and the seal extended position (422) independently of movement of the high-lift device (200) between the device retracted position (224) and the device extended position (226).

17. The method (600) of clause 14, wherein:

Moving the end seal body (402) between the seal retracted position (420) and the seal extended position (422) is performed simultaneously with movement of the high-lift device (200) between the device retracted position (224) and the device extended position (226).

18. the method (600) of clause 14, wherein:

Moving the end seal body (402) between the seal retracted position (420) and the seal extended position (422) is performed before or after movement of the high-lift device (200) between the device retracted position (224) and the device extended position (226).

19. The method (600) of clause 13, further comprising:

preventing airflow between a sealing end (412) of the end seal body (402) and the device end (222) of the high lift device (200) using an interface sealing element (414) at least when the end seal device (400) and the high lift device (200) are in the sealing extended position (422) and the device extended position (226), respectively.

20. The method (600) of clause 13, further comprising:

Preventing gas flow between a sealing body spanwise portion (404) and the airfoil upper surface (120) using a gap sealing element (430) at least when the end sealing body (402) is in the sealing extended position (422).

many modifications and other arrangements to the disclosure will come to mind to one skilled in the art to which this disclosure pertains having the benefit of the teachings presented in the foregoing descriptions and the associated drawings. The configurations described herein are intended to be illustrative and are not intended to be limiting or exhaustive. Although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation.