Description: Field of Invention
The present invention pertains to increasing the aerodynamic efficiency with reduced thickness to chord ratio and minimal fuel consumption.

Background of the Invention
The provision of morphing capabilities to aircraft wings is intended to increase aircraft performance at various stages of flight. The word "morphing" refers to altering the form of a wing, either chordwise or spanwise, to achieve the necessary aerodynamic characteristics. It means that we can alter the wing's aerodynamic shape to improve aircraft performance throughout various flight phases, such as take-off, landing, and cruising. Changing the configuration of the aircraft, particularly the wing layouts and airfoil profiles, can improve performance metrics. The chord length, span, sweep angle, and wing twist curvature are all geometrical factors that can be changed within the wing planform. Several bird species handle this obstacle by altering the form of their wings to meet the various aerodynamic conditions. One of the significant properties of a morphing wing is to behave flexible enough to modify features of its shape while flying. Flexible aerofoils can adjust aerodynamic forces with fewer flow disturbances, resulting in reduced aerodynamic drag and better fuel efficiency.
The idea of morphing technology emerged in 1903, with the Wright brother’s first aircraft Wright Flyer. They used wing warping as a smooth flight control in their first flying vehicle and developed a wing warping flight control mechanism that uses cables to twist the wing and shift the course of an aircraft and saw the benefits of shape-shifting wings. However, using wing warping on a specific plane resulted in drawbacks, such as increased aerodynamic drag via exposed wires. Later on, the Santos-Dumont Demoiselle (1907), the Antoinette V (1908), the Blériot XI (1909), and many more aircraft were manufactured by various innovators using morphing wings technology. However, none of them were able to maintain an aerodynamically efficient aircraft. Therefore, shape-adaptive materials and shape-shifting wing innovations are required to design a cutting-edge morphing wing that can quickly change its shape to meet diverse aerodynamic needs. Morphing wing technologies usually focus on adaptable geometry structures and processes, and they are particularly appealing to aircraft designers since they improve aircraft performance significantly when compared to conventional aircraft.
For instance, EP3667017A1 discloses the morphing aerodynamic control surface geometry includes a control surface with an articulated section and a flexible skin attached to the articulated portion's exterior, and the morphing control of aerodynamics surface geometry allows for the creation of an adaptable flap that can take a variety of ideal forms at high power. And it also discloses that when applied to the flow path, shape-morphing structures can be enablers.
Only minute AOA for specified course flying was indicated in the above reference art. For the preceding concept, the thickness to chord ratio remains constant throughout the flight conditions. However, optimal thickness to chord ratio modification is essential during maneuvering conditions.
EP3509944B1 discloses that several studies researched the application of corrugated skin. The features of this material are that the wing structure can be rigid enough to withstand bending caused by aerodynamic forces while yet being flexible enough to deflect and adapt to varied flying situations. The corrugated skin may transfer aerodynamic forces while being flexible enough to move and alter the shape. They mentioned the corrugated skin section in the previous reference file. However, there is a lot of turbulence disturbance in that area, and undesirable vortices emerge. As a result, a covering plate is added to this invention over the corrugated area to avoid turbulence and vortex.
From the above-mentioned files, optimal thickness to chord ratio modification is essential during maneuvering conditions and there is a lot of turbulence disturbance in that corrugated area, and undesirable vortices emerge. As a result, in the current invention, a covering plate is added to this invention over the corrugated area to avoid turbulence and vortex.

Summary of the Invention
The present invention aims to control the thickness to chord ratio and lift to drag ratio of morphing wing, mainly, using rack and pinion mechanism with a new approach i.e., by applying a sliding surface at the leading edge and corrugated portions at the trailing edge of the wing.
The specific objective of the invention is to design a morphing wing that can alter the thickness to chord ratio and increase the aerodynamic efficiency by preventing the boundary layer separation throughout the wing.
A further specific objective of the invention is to alter the lift to drag ratio of the wing without using any high lift devices. This can be achieved with the help of corrugated portions used for the deflection of the trailing edge. This mechanism makes the leading-edge flow smoother and prevents full swing separation of the flow at a greater angle of attack. Hence, it helps in preventing the formation of vortices at the trailing edge.

Brief Description of Drawings
The invention will be described in detail concerning the exemplary embodiments shown in the figures wherein:
Figure 1 Pictorial Representation of Unconventional Wing Mechanism to Enhance Optimum Thickness to Chord Ratio (Isometric View)
Figure 2 Pictorial representation of Unconventional Wing Mechanism to Enhance Optimum Thickness to Chord Ratio (Side view)

Detailed Description of the Invention
The model involves the design of a specific wing, in which a "rack and pinion mechanism" is used to alter the thickness of the wing and the gear-rod mechanism is used to deflect the leading and trailing edges of the wing. A support structure is placed at the leading edge of the wing, which provides stiffness and helps in the distribution of the loads as the leading edge always possesses high pressure during flight. A rod is connected from the support at the leading edge to the mechanical gear wheel. Moreover, for the deflection at the trailing edge hinge support is placed. A rod is connected from the trailing edge’s hinge point to the mechanical gear wheel.
The mechanical gear wheel, which is also known as the pinion (in this particular case), consists of racks on either side. One end of these racks on either side of the pinion is connected to the upper and lower surfaces of the wing respectively, while the other end of the racks is left free. The mechanical gear wheel or pinion is connected with a motor to rotate, both, in a clockwise and anticlockwise direction. Overall, when the mechanical gear wheel rotates in the clockwise direction, the rotational motion from it is converted into linear motion and the racks pull the upper and lower surfaces of the wing inwards. This helps in the reduction of the thickness of the wing during flight. Parallelly, when the mechanical gear wheel is been rotates in a clockwise direction, the leading edge and the trailing edge deflect in a downwards direction with the help of rods that are connected from the mechanical gear wheel to the respective support points. Therefore, through this mechanism, both, the thickness and the deflection of the leading edge and trailing edge of the wing occurs. Similarly, the thickness of the wing is increased when the mechanical gear wheel or the pinion is rotated in an anticlockwise direction and there will be upwards deflection of, both, the leading edge and the trailing edge of the wing. Therefore, this mechanism helps to control the thickness to chord ratio of the wing which helps to increase the aerodynamic performance of the wing by maintaining attached flow conditions throughout the wing.
A sliding structure is placed in between the leading edge and the upper and lower surfaces of the wing. Few springs of small length and diameter are placed in between them. When the upper and lower surfaces change their dimensions by bending inwards and outwards to increase and decrease the thickness of the wing, these springs help to prevent of formation of dents on the wing which later increase the drag by disturbing a continuous flow. Moreover, these springs act as the sliding mechanism to morph the leading-edge deflection at a greater angle of attack. The attachment of the leading edge on the wing’s surface using a sliding structure is overlapped in such a way that there will be no flow separation occurred during a flight over the wing.
To control the lift to drag ratio, the deflection of the trailing edge plays a vital role. Two corrugated parts which are curved inwards are used for the trailing edge deflection. These corrugated regions provide the flexibility for the deflection of the trailing edge and also prevent the fracture of the wing. It is observed that high drag is formed at the corrugated regions due to the surface irregularity. To solve this issue, another sliding structure is placed over the corrugated parts on either side of the wing. This structure is similar to the leading edge’s sliding structure where springs of small length and diameter are used in between the overlapped skin for a uniform and attached flow over the wing’s skin. The springs expand and contract whenever there is a positive or negative deflection of the leading edge.
The RPM of the motor has to be set for the desired thickness and angle of attack of, both, the leading and trailing edge of the wing. The wing’s geometric properties can be altered by rotating the mechanical gear wheel or pinion at the required angle to adapt to the environmental conditions around it. For example, to decrease the drag to a minimal value, the thickness to chord ratio has to be the lowest which helps during a cruise of the aircraft. On the other hand, to increase the drag, the thickness to chord ratio has to be maximum so that the flow cannot stick to the surface of the wing which helps during the landing of the aircraft.
The material of the wing should possess, both, strength and flexibility to withstand the compressive, tensile, and twisting forces that act on the wing during flight. Using ribs and spars in the wing provides the strength and stiffness to a greater extent but there will be a lack of flexibility while morphing the geometric properties of the wing. Therefore, even the ribs and spars should possess a morphing material that can support the wing for its various tasks or roles. However, a simple support system is needed inside the wing which can provide the properties like stiffness, strength, high recovery, and ease to control.
5 Claims and 2 Figures , Claims: The scope of the invention is defined by the following claims:

Claim:
1. A unconventional wing mechanism for morphing wing, comprising:

a) A connecting rod (A) which helps in connecting two parts such as the trailing edge’s hinge and the mechanical gear wheel.

b) A mechanical gear wheel / pinion (B) is powered by a motor and rotates in, both, clockwise and anticlockwise directions. It is mainly used to alter the thickness of the wing.

c) A leading edge (C) which forms the front and initial part of the wing and a trailing edge (F) which forms the end and final part of the wing and it is used to generate lift and drag forces

d) A hinge support (D) is used for the upward and downward movement of the trailing edge and a corrugated part E which expands and contracts, and helps in deflection of the trailing edge of the wing. It also prevents the fracture of the wing.
e) A rack 9G) converts the rotational motion into linear motion and a sliding surface (H) are positioned in between two overlapped surfaces which helps in the sliding motion of both the surfaces.

2. As mentioned in claim 1, the extremely anisotropic nature of corrugated skins are a suitable choice for morphing wings.

3. As mentioned in claim 1, the rack and pinion mechanism reduces the thickness of the airfoil and increases the aerodynamic performance with a smooth laminar flow over the wing by altering the thickness to chord ratio.

4. As mentioned in claim 1, the deflection of leading and trailing edges using a gear wheel and rods, both, the lift coefficient and drag coefficient can be altered depending on the availability.

5. As mentioned in claim 1, the drag force can be reduced to a greater extent and hence improving the aerodynamic performance with the help of sliding surfaces over the corrugated regions.