A multi-rudder driven continuous variable camber rigid wing and its control method

Abstract

The application relates to the technical field of aircraft design, and discloses a continuous variable-camber rigid wing driven by multiple rudders and a control method thereof, wherein the continuous variable-camber rigid wing comprises a wing leading edge section, multiple rigid wing sections, a distributed rudder driving mechanism and a transmission mechanism; the multiple rigid wing sections comprise a first wing section, a second wing section and a third wing section which are sequentially hinged through rotating shafts; the distributed rudder driving mechanism is arranged in the wing leading edge section and is used for independently driving the deflection of each rigid wing section; and the transmission mechanism is connected between the distributed rudder driving mechanism and the corresponding rigid wing section and is used for converting the output motion of the distributed rudder driving mechanism into the deflection motion of the corresponding rigid wing section. According to the application, the rigid wing is segmented, multiple rudders are used for independent driving, an advanced aerodynamic analysis model and a closed-loop feedback control are combined, the wing camber is self-adaptively, continuously and accurately regulated within a full flight envelope, and thus the optimal aerodynamic performance can be maintained at all times.

Description

Technical Field

[0001] This invention relates to the field of aircraft design technology, and in particular to a multi-servo driven continuously variable camber rigid wing and its control method. Background Technology

[0002] Modern aircraft have increasingly higher requirements for aerodynamic efficiency across the entire mission profile. Traditional fixed airfoils can only achieve optimal aerodynamic performance under specific flight conditions. In different phases such as takeoff, climb, maneuvering, and landing, their aerodynamic efficiency often drops significantly, making it difficult to adapt to the changing flight environment.

[0003] To improve adaptability, variable camber wing technology has emerged, but existing solutions still have many limitations. On the one hand, while flexible skin-based solutions can achieve smooth and continuous deformation, their structures are usually complex, have limited load-bearing capacity, short fatigue life, and high manufacturing and maintenance costs, making them difficult to widely apply in mainstream aircraft. On the other hand, solutions based on traditional control surfaces, such as leading-edge slats and trailing-edge flaps, can only achieve a limited number of discrete configurations, failing to achieve truly continuous camber, thus limiting aerodynamic benefits. Furthermore, the control methods of most existing variable camber mechanisms are relatively simple, relying heavily on preset open-loop commands and lacking the ability to perform online optimization and closed-loop feedback based on real-time flight environments, resulting in insufficient system adaptability and robustness.

[0004] Among the relevant prior art, patent application CN202510525664.8 discloses a variable camber wing driven by a hybrid servo motor and piezoelectric sheet. This wing, through a combination of hybrid drive and a biomimetic flexible structure, aims to achieve continuous, smooth, and controllable large deformation of the wing's trailing edge, thereby improving aerodynamic efficiency and suppressing flutter. However, this solution is highly complex, the control algorithm for the hybrid drive is difficult, and it places stringent requirements on the durability of the flexible skin material. Furthermore, it faces numerous trade-offs in terms of force transmission efficiency, weight control, and manufacturing cost, potentially leading to shortcomings in the reliability and economy of its engineering implementation. Another patent application, CN201911238833.0, discloses an internal wing control surface drive mechanism. While it integrates and refines traditional servo motor hinge linkage mechanisms, it essentially still achieves rigid hinge deflection around a single axis, failing to generate a truly continuous and smooth aerodynamic surface. This technological paradigm is more suitable for cost-sensitive model aircraft and is unlikely to meet the needs of next-generation high-performance intelligent variator wings.

[0005] In summary, there is an urgent need in the field for a wing system that can maintain the high reliability of a rigid structure, achieve continuous and smooth airfoil changes, and possess intelligent sensing and closed-loop control capabilities, in order to overcome the aforementioned deficiencies of the prior art. Summary of the Invention

[0006] The purpose of this invention is to provide a multi-servo driven, continuously variable camber rigid wing and its control method. By segmenting the rigid wing and driving it independently with multiple servos, combined with advanced aerodynamic analysis models and closed-loop feedback control, the wing camber can be adaptively, continuously, and precisely adjusted throughout the entire flight envelope, thereby maintaining optimal aerodynamic performance at all times.

[0007] To achieve the above objectives, the following technical solution is adopted:

[0008] In a first aspect, the present invention provides a multi-servo driven continuously variable camber rigid wing, comprising:

[0009] Leading edge section of the wing;

[0010] Multiple rigid airfoil sections, including a first airfoil section, a second airfoil section, and a third airfoil section that are sequentially hinged together by a pivot;

[0011] A distributed servo drive mechanism is located inside the leading edge section of the wing and is used to independently drive the deflection of each of the rigid wing sections;

[0012] A transmission mechanism connects the distributed servo drive mechanism to the corresponding rigid wing section, and is used to convert the output motion of the distributed servo drive mechanism into the deflection motion of the corresponding rigid wing section.

[0013] Preferably, the distributed servo drive mechanism includes multiple servos, which are DC servo servos and are connected to a rocker arm located inside the rigid wing section via a four-bar linkage.

[0014] Preferably, the distributed servo drive mechanism further includes multiple gear and rack mechanisms, each gear and rack mechanism including a gear fixedly mounted on one of the servo output shafts, and a rack meshing with the gear and moving along a linear guide mechanism.

[0015] Preferably, the transmission mechanism includes multiple sets of transmission components, each set of transmission components corresponding to one of the servo motors and one of the rigid wing sections, and each set of transmission components includes:

[0016] A drive link, one end of which is connected to the corresponding end of the rack; and

[0017] The transmission arm is fixed at its root to the root of the corresponding rigid wing segment, and its free end is hinged to the other end of the drive link.

[0018] Preferably, a limiting groove is provided on the drive linkage; a fixed pin is provided on the leading edge section of the wing, and the fixed pin is inserted into the limiting groove to form a sliding pair, which is used to limit the maximum deflection angle of the corresponding rigid wing section.

[0019] In a second aspect, the present invention provides a control method for a continuously variable camber rigid wing driven by multiple servos as described above, comprising the following steps:

[0020] Based on real-time flight environment parameters, the target aerodynamic performance parameters are determined through an aerodynamic calculation and analysis model.

[0021] The target aerodynamic performance parameters are input into the wing analysis model to calculate the target deflection angle of each rigid wing segment;

[0022] Based on the target deflection angle of each rigid wing section, the target displacement of each servo motor is calculated using the servo motor transmission control model.

[0023] Control each of the aforementioned servo motors to move to the target displacement, and drive each of the aforementioned rigid wing sections to deflect to the target deflection angle;

[0024] Feedback adjustment is performed based on the difference between the actual aerodynamic performance parameters measured after deflection and the target aerodynamic performance parameters.

[0025] Preferably, the rigid wing segment includes the leading edge segment of the wing, the first wing segment, the second wing segment, and the third wing segment, and adjacent wing segments are connected by hinges.

[0026] Preferably, the aerodynamic calculation and analysis model is a pre-established data table based on wind tunnel experiments or computational fluid dynamics simulations; the wing analysis model is an empirical formula or neural network model fitted by multivariate nonlinear regression.

[0027] Preferably, the feedback adjustment step specifically involves: using sensors arranged on the wing surface to measure the lift coefficient and lift-to-drag ratio as actual aerodynamic performance parameters, calculating the error between these parameters and the target value through a feedback controller, and adjusting the instructions input to the aerodynamic calculation and analysis model or the servo drive control model based on the error.

[0028] Preferably, the feedback controller employs an incremental PID control algorithm.

[0029] The beneficial effects of this invention are reflected in:

[0030] 1) This invention adopts a structure that combines multiple rigid skin segments with an internal truss structure, inheriting the advantages of high strength and long life of traditional rigid wings, thereby overcoming the problems of fragile flexible skin structures and short fatigue life, and possessing excellent load-bearing capacity and environmental adaptability.

[0031] 2) This invention, by setting up multiple independently controlled servos and driving each rigid airfoil segment to deflect via a high-precision rack and pinion mechanism and transmission mechanism, enables independent and coordinated motion control of multiple rigid skin segments. This distributed drive method allows for continuous and smooth adjustment of airfoil camber, rather than limited discrete configurations, thereby approaching the optimal aerodynamic shape in a wider range of flight conditions and significantly improving lift-to-drag ratio and flight efficiency.

[0032] 3) This invention features a limiting groove on the drive linkage of the transmission mechanism, which forms a sliding pair with the pin fixed to the leading edge of the wing. This design precisely limits the maximum deflection angle of each wing section, provides safe mechanical overload protection, and enhances the reliability and durability of the system.

[0033] 4) By establishing and coordinating the operation of aerodynamic calculation and analysis models, wing analysis models and servo transmission control models, the control system can intelligently calculate the target deflection angle of each wing segment corresponding to the optimal aerodynamic configuration based on real-time flight environment parameters, and convert it into precise displacement commands for each servo. This achieves a leap from passively executing preset commands to actively seeking optimization, and has strong adaptability.

[0034] 5) This invention introduces a feedback control loop based on real-time measurement of aerodynamic parameters (such as lift coefficient and lift-to-drag ratio). This loop compares the error between the measured value and the target value, and uses, for example, an incremental PID algorithm for closed-loop adjustment. It can automatically correct performance deviations caused by model errors, external disturbances, or component wear, thereby ensuring the long-term accuracy of airfoil deformation control and the stability of the entire system under different operating conditions. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0036] Figure 1 This is a schematic diagram of a multi-servo-driven, continuously variable camber rigid wing provided in an embodiment of the present invention;

[0037] Figure 2 This is a schematic diagram of a multi-servo driven, continuously variable camber rigid wing in a certain extreme position, provided as an embodiment of the present invention.

[0038] Figure 3 This is a schematic diagram of a multi-servo driven, continuously variable camber rigid wing in another extreme position, provided as an embodiment of the present invention.

[0039] Figure 4A schematic diagram of the first wing section and its internal drive module of a continuously variable camber rigid wing driven by multiple servo motors provided in an embodiment of the present invention;

[0040] Figure 5 This is a schematic diagram illustrating the working principle of a control method for a multi-servo driven continuously variable camber rigid wing provided in an embodiment of the present invention.

[0041] Figure 6 The flowchart illustrates a control method for a continuously variable camber rigid wing driven by multiple servos, as provided in an embodiment of the present invention.

[0042] Explanation of reference numerals in the attached figures:

[0043] 1. First wing section; 2. Second wing section; 3. Third wing section; 4. Leading edge section of wing; 11. First rigid skin; 21. Second rigid skin; 31. Third rigid skin; 12. Distributed servo drive mechanism; 13. Transmission mechanism; 14. Internal truss structure; 15. First pivot; 25. Second pivot; 35. Third pivot; 121. First servo; 221. Second servo; 321. Third servo; 131. Drive linkage; 132. Transmission arm; 133. Limiting groove; 122. First gear; 222. Second gear; 322. Third gear; 123. First rack; 223. Second rack; 323. Third rack. Detailed Implementation

[0044] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.

[0045] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and examples.

[0046] Example 1:

[0047] This invention provides a multi-servo driven, continuously variable camber rigid wing, such as... Figures 1 to 4As shown, the multi-servo driven continuous variable camber rigid wing includes a wing leading edge section 4, multiple rigid wing sections, a distributed servo drive mechanism 12, a transmission mechanism 13, and an internal truss structure 14. The multiple rigid wing sections include a first wing section 1, a second wing section 2, and a third wing section 3, which are sequentially hinged by a first pivot 15, a second pivot 25, and a third pivot 35. The first wing section 1 corresponds to a first rigid skin 11, the second wing section 2 corresponds to a second rigid skin 21, and the third wing section 3 corresponds to a third rigid skin 31. The distributed servo drive mechanism 12 is installed in the internal compartment of the wing leading edge section 4 and includes a servo and a gear and rack mechanism driven by the servo. The transmission mechanism 13 connects the fixed point of the wing leading edge section 4 and the moving point at the root of the wing section, and is used to convert the linear output of the gear and rack mechanism of the corresponding drive unit into the deflection motion of the wing section. The root of the internal truss structure 14, which supports the rigid skin, is provided with a load-bearing base for mounting the transmission arm 132.

[0048] The working principle of this multi-servo driven continuously variable camber rigid wing is as follows: a distributed servo drive mechanism 12 integrated inside the leading edge section 4 of the wing serves as the power source, driving the internal gear and rack mechanism to generate precise linear motion. This linear motion is transmitted and converted into motion form through a transmission mechanism 13 connected to it. The transmission mechanism 13 transmits the linear displacement to the force points at the roots of the first wing section 1, the second wing section 2, and the third wing section 3, thereby driving each wing section to deflect around its corresponding first rotation axis 15, second rotation axis 25, and third rotation axis 35. The first rigid skin 11, the second rigid skin 21, and the third rigid skin 31 connected to each wing section, supported by the internal truss structure 14, deflect along with the wing section as a whole, ultimately achieving a continuous change in the aerodynamic shape of the wing's trailing edge.

[0049] This embodiment achieves continuous and smooth morphological changes in the wing's trailing edge profile through the coordinated movement of three independently controllable rigid wing sections and their skins, overcoming the limitations of traditional discrete control surface mechanisms. The rigid load-bearing system, composed of a first rigid skin 11, a second rigid skin 21, a third rigid skin 31, and an internal truss structure 14, inherits the high strength and long lifespan characteristics of traditional rigid wings, resulting in a robust and reliable structure. The distributed servo drive mechanism 12, combined with a rack and pinion mechanism, can output high-precision linear displacement. Through the geometric relationship determined by the transmission mechanism 13, precise and independent control of the deflection angle of each wing section can be achieved. The distributed servo drive mechanism 12 is compactly integrated into the fixed compartment of the wing's leading edge section 4, achieving a centralized arrangement of the drive system, which simplifies the wing's internal structure, facilitates maintenance, and optimizes the overall weight distribution of the aircraft.

[0050] In some embodiments, such as Figure 3As shown, the distributed servo drive mechanism 12 includes a first servo 121 for driving the first wing segment 1, a second servo 221 for driving the second wing segment 2, and a third servo 321 for driving the third wing segment 3. The first servo 121, the second servo 221, and the third servo 321 are all high-precision, high-torque DC servo servos, and are connected to the rocker arm on the inner side of the rigid skin of the corresponding wing segment through a four-bar linkage, so as to convert the rotational motion of the servo into the deflection of the rigid skin.

[0051] In this embodiment, the core of the distributed servo drive mechanism 12 lies in the use of three independent servos: a first servo 121, a second servo 221, and a third servo 321, which are used to drive the first wing segment 1, the second wing segment 2, and the third wing segment 3, respectively. Each servo is a high-precision, high-torque DC servo servo. Its driving principle is that the rotational motion of the servo output shaft is transmitted through a four-bar linkage to the rocker arm inside the rigid skin (such as the first rigid skin 11) connected to the corresponding wing segment (such as the first wing segment 1). The four-bar linkage converts the rotational motion of the servo into the swinging motion of the rocker arm, which in turn directly drives the rigid skin of that wing segment to produce a precise deflection motion around its axis of rotation.

[0052] In some embodiments, such as Figure 2 As shown, the gear and rack mechanism includes a first gear 122 fixedly mounted on the output shaft of the first servo motor 121, a second gear 222 fixedly mounted on the output shaft of the second servo motor 221, a third gear 322 fixedly mounted on the output shaft of the third servo motor 321, and a first rack 123, a second rack 223, and a third rack 323 respectively meshing with each of the gears; each rack is constrained in a linear guide mechanism along its direction of movement.

[0053] In some embodiments, such as Figure 4 As shown, the transmission mechanism 13 includes three sets of transmission components corresponding to the first servo 121, the second servo 221 and the third servo 321 respectively; each set of transmission components includes: a drive link 131, one end of which is connected to the rack end of the corresponding servo; a transmission arm 132, the free end of which is hinged to the other end of the drive link 131, and its root is fixedly installed in the root bearing area of ​​the corresponding rigid wing section.

[0054] In some embodiments, such as Figure 4 As shown, each of the drive linkages 131 has a limiting groove 133; a fixed pin is set on the wing rib of the leading edge section 4 of the wing and slides in the limiting groove 133 to precisely limit the maximum deflection angle of the corresponding rigid wing section and provide overload protection.

[0055] Example 2:

[0056] This invention provides a control method for a continuously variable camber rigid wing driven by multiple servos as described in Embodiment 1 above. Figure 5 The diagram shown illustrates the working principle of this control method. To implement this method, an aerodynamic calculation and analysis model, a three-segment variable camber wing analysis model, a servo drive control model, and a feedback control system are configured. The aerodynamic calculation and analysis model outputs the lift coefficient and lift-to-drag ratio requirements to the three-segment variable camber wing analysis model. The feedback control system processes the flight parameters fed from the continuously variable camber rigid wing, and the processed results are fed back to the three-segment variable camber wing analysis model. The three-segment variable camber wing analysis model ultimately outputs the allocated skin deflection angle to the servo drive control model. The servo drive control model transmits the allocated servo displacement to the first servo 121, the second servo 221, and the third servo 321, respectively. The first servo 121, the second servo 221, and the third servo 321 drive the first rigid skin 11, the second rigid skin 21, and the third rigid skin 31, respectively.

[0057] The superior performance of this control method lies in its ability to achieve coordinated control of multiple wing sections, thereby generating a smooth, continuous, and aerodynamically optimal wing trailing edge profile. Its core control flow is a multi-level, closed-loop, precise execution process. For details, please refer to... Figure 6 The control method includes the following steps S601-S605.

[0058] S601: Determine the target aerodynamic performance parameters based on real-time flight environment parameters through an aerodynamic calculation and analysis model.

[0059] Step S601 is used to realize flight environment perception and aerodynamic requirement calculation. When the flight environment (such as airspeed, angle of attack, altitude, etc.) changes, the airborne pitot tube, angle of attack sensor, and altimeter collect relevant data in real time and transmit it to the flight control computer. Then, the built-in aerodynamic calculation and analysis model is invoked to perform real-time analysis and calculation based on the current flight state and target performance. The model outputs the target lift coefficient and target lift-to-drag ratio required to achieve the optimal aerodynamic configuration. These parameters define the aerodynamic requirements of wing deformation.

[0060] S602: Input the target aerodynamic performance parameters into the wing analysis model and calculate the target deflection angle of each rigid wing section.

[0061] Step S602 is used to generate wing section deflection commands by inputting the lift coefficient and lift-to-drag ratio requirements obtained in step S601 into the three-section variable camber wing analysis model. This model stores the mapping relationship between different wing section deflection combinations and aerodynamic performance, pre-established through wind tunnel testing or computational fluid dynamics simulation. The model performs inverse calculations, decomposing the continuous aerodynamic requirements into specific motion commands for three discrete wing sections, outputting the precise deflection angles (θ1, θ2, θ3) required for each of the first rigid skin 11, the second rigid skin 21, and the third rigid skin 31.

[0062] S603: Based on the target deflection angle of each rigid wing section, the target displacement of each servo motor is calculated using the servo motor transmission control model.

[0063] Step S603 is used to realize the conversion and synchronous issuance of servo control commands. The deflection angles (θ1, θ2, θ3) are input to the servo transmission control model. According to the geometric parameters of the transmission mechanism, kinematic transformation is performed to convert the angle commands into the linear displacements (D1, D2, D3) required to drive the first servo 121, the second servo 221, and the third servo 321. At the same time, the model generates corresponding PWM control signals and sends them synchronously to the distributed servo drive units corresponding to the first rigid skin 11, the second rigid skin 21, and the third rigid skin 31, respectively, to ensure the timing consistency of the commands.

[0064] S604: Control each servo motor to move to the target displacement, and drive each rigid wing section to deflect to the target deflection angle.

[0065] Step S604 is used to implement servo motor actuation and wing segment deflection. Upon receiving the synchronization PWM signal, the first servo motor 121, the second servo motor 221, and the third servo motor 321 immediately start. Each servo motor drives a rack to move linearly via its gears. The rack displacement is transmitted through the drive linkage and transmission arm, causing the first rigid skin 11, the second rigid skin 21, and the third rigid skin 31 to deflect around their hinge axes (first axis 15, second axis 25, and third axis 35), respectively. The entire process is completed within milliseconds, and due to the distributed drive design, the movement of each wing segment is highly synchronized, avoiding the backlash and delay problems of traditional linkage mechanisms.

[0066] S605: Feedback adjustment is performed based on the difference between the actual aerodynamic performance parameters measured after deflection and the target aerodynamic performance parameters.

[0067] Step S605 is used to achieve real-time feedback and closed-loop control. After the wing section deflects, sensors arranged on the wing surface measure the actual aerodynamic parameters in real time, including the lift coefficient and lift-to-drag ratio. This data is fed back to the control system. The feedback control system calculates the error between the measured values ​​and the target values, and accordingly fine-tunes the commands input to the aerodynamic calculation and analysis model or the servo drive control model to achieve closed-loop control. For example, if the lift is insufficient, the system can recalculate the deflection angle or adjust the servo displacement to correct the deformation shape and ensure stable and optimal aerodynamic performance.

[0068] This embodiment fully demonstrates the advantages of the present invention through the specific mechanical structure, control process, and parameter design described above:

[0069] 1. High precision and synchronization: Since the first rigid skin 11, the second rigid skin 21, and the third rigid skin 31 are directly driven by the independent first servo motor 121, the second servo motor 221, and the third servo motor 321 through a high-rigidity transmission chain, and combined with a clear kinematic model, the backlash accumulation and asynchronous problems of traditional linkage mechanisms are fundamentally avoided.

[0070] 2. High reliability: The mechanical limit groove in the transmission mechanism provides intrinsically safe overload protection. The entire system is based on mature and reliable mechanical and electrical control principles and has extremely strong environmental adaptability.

[0071] 3. Excellent overall performance: Through closed-loop control of the aerodynamic shape formed by the first rigid skin 11, the second rigid skin 21, and the third rigid skin 31, continuous, precise, and adaptive adjustment of wing camber is achieved, significantly improving the aerodynamic efficiency of the aircraft within its full envelope.

[0072] The above embodiments are only used to illustrate the present invention and are not intended to limit the present invention. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, all equivalent technical solutions also fall within the scope of the present invention, and the patent protection scope of the present invention should be defined by the claims.

Claims

1. A control method for a continuously variable camber rigid wing driven by multiple servo motors, characterized in that, The multi-servo driven continuously variable camber rigid wing includes: Leading edge section of the wing; Multiple rigid airfoil sections, including a first airfoil section, a second airfoil section, and a third airfoil section that are sequentially hinged together by a pivot; A distributed servo drive mechanism is located inside the leading edge section of the wing and is used to independently drive the deflection of each of the rigid wing sections; A transmission mechanism connects the distributed servo drive mechanism to the corresponding rigid wing section, and is used to convert the output motion of the distributed servo drive mechanism into the deflection motion of the corresponding rigid wing section. The distributed servo drive mechanism includes multiple servos, which are DC servo servos, and are connected to a rocker arm located inside the rigid wing section via a four-bar linkage. The distributed servo drive mechanism also includes multiple gear and rack mechanisms, each of which includes a gear fixedly mounted on one of the servo output shafts, and a rack that meshes with the gear and moves along a linear guide mechanism; The transmission mechanism includes multiple sets of transmission components, each set of transmission components corresponding to one of the servo motors and one of the rigid wing sections, and each transmission component includes: A drive link, one end of which is connected to the corresponding end of the rack; and The transmission arm is fixed at its root to the root of the corresponding rigid wing segment, and its free end is hinged to the other end of the drive link. The drive link has a limiting groove; the leading edge section of the wing is provided with a fixed pin, which is inserted into the limiting groove to form a sliding pair, used to limit the maximum deflection angle of the corresponding rigid wing section. The method includes the following steps: Based on real-time flight environment parameters, the target aerodynamic performance parameters are determined through an aerodynamic calculation and analysis model. The target aerodynamic performance parameters are input into the wing analysis model to calculate the target deflection angle of each rigid wing segment; Based on the target deflection angle of each rigid wing section, the target displacement of each servo motor is calculated using the servo motor transmission control model. Control each of the aforementioned servo motors to move to the target displacement, and drive each of the aforementioned rigid wing sections to deflect to the target deflection angle; Feedback adjustment is performed based on the difference between the actual aerodynamic performance parameters measured after deflection and the target aerodynamic performance parameters; The aerodynamic calculation and analysis model is a pre-established data table based on wind tunnel experiments or computational fluid dynamics simulations; the wing analysis model is an empirical formula or neural network model fitted by multivariate nonlinear regression. The lift coefficient and lift-to-drag ratio are measured using sensors arranged on the wing surface as actual aerodynamic performance parameters. The error between the actual aerodynamic performance parameters and the target value is calculated by a feedback controller, and the commands input to the aerodynamic calculation and analysis model or the servo drive control model are adjusted based on the error.

2. The control method according to claim 1, characterized in that, Adjacent wing segments among the first, second, and third wing segments are connected by hinges.

3. The control method according to claim 1, characterized in that, The feedback controller employs an incremental PID control algorithm.

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