Twisted wing structure and aircraft

Abstract

The application discloses a kind of torsion wing structure and aircraft, it is related to the field of morphing wing technology, including linear drive device, wing rib and pressure-torsion coupling cell, wing rib and pressure-torsion coupling cell are multiple, multiple wing ribs are arranged along the wing span direction interval, and pressure-torsion coupling cell is equipped between two adjacent wing ribs;Pressure-torsion coupling cell includes intermediate connecting component and the load-bearing end block fixedly connected with the two ends of intermediate connecting component, load-bearing end block is fixedly connected with adjacent wing rib, and all wing ribs and pressure-torsion coupling cell form wing main body;The first end wing rib of wing main body is used to be fixedly connected with fuselage;Two load-bearing end blocks of pressure-torsion coupling cell are connected with linear drive device;Linear drive device can make the two load-bearing end blocks of each pressure-torsion coupling cell approach each other or away from each other, to make intermediate connecting component torsion deformation and drive wing rib around wing span torsion by load-bearing end block.The application has the effect of "lightweight-structure simplification-aerodynamic efficiency-high life-low maintenance cost".

Description

Technical Field

[0001] This invention relates to the field of variator wing technology, and in particular to a twist wing structure and aircraft. Background Technology

[0002] As aerospace technology iterates towards higher efficiency and intelligence, the design level of the wing, as the core aerodynamic and load-bearing component of an aircraft, directly determines the overall aerodynamic efficiency, handling stability, and range. However, traditional designs are gradually facing insurmountable technical bottlenecks, failing to meet the core requirements of next-generation aircraft for multi-condition adaptability, lightweight design, and high reliability, as detailed below: 1. Redundancy in Structure and Transmission System: Traditional wings rely on movable control surfaces such as ailerons for attitude adjustment. These control surfaces require complex mechanical transmission mechanisms such as linkages and gear sets, which not only increases the wing's weight (the transmission system accounts for more than 30% of the wing's non-load-bearing weight) and reduces structural reliability, but also easily causes stress concentration at the joints of linkages and gears, leading to fatigue damage and shortening service life. At the same time, in order to achieve deflection function, the ailerons need to maintain a clearance with the main wing surface and be connected by hinges. There are protrusions and gaps at the joint between the ailerons and the main wing surface. During flight, they are subjected to complex alternating loads (such as aerodynamic pressure and vibration), resulting in high stress concentration, which easily leads to fatigue cracks, hinge loosening and other damage, shortening the overall service life of the wing and increasing maintenance costs. The connection gap and protruding structure between the traditional ailerons and the main wing surface disrupt the continuity of the airflow field. When the airflow passes through, it is easy to generate additional vortices, which disrupt the continuity of the airflow field and significantly reduce aerodynamic efficiency.

[0003] 2. Conflict between materials and deformation performance: Natural materials and conventional structures cannot meet the dual requirements of "lightweight" and "precise control of large deformation". Rigid materials have strong load-bearing capacity but poor deformation capacity, while flexible materials can deform flexibly but have insufficient load-bearing capacity. This results in traditional wings having a single deformation mode and weak environmental adaptability. Under variable operating conditions and complex airflow conditions such as take-off and landing, cruise, and gust interference, aerodynamic performance is easily limited, and key indicators such as lift-to-drag ratio and roll control efficiency are difficult to further improve.

[0004] Artificially designed metamaterials, with their "structure determines performance" characteristic, can achieve extraordinary physical properties not found in natural materials through customized cell topological configurations, providing a new path to overcome the technological bottlenecks of traditional wings. Current core technological needs in the aerospace field focus on: 1. Developing morphing wing solutions that eliminate the need for complex transmission systems, achieving precise and controllable torsional deformation through the inherent structural characteristics to replace traditional ailerons; 2. Balancing lightweight, large deformation, reversibility, and structural simplicity to improve aerodynamic handling performance while reducing structural redundancy and failure risks; 3. Solving the common problem of limited aerodynamic performance of traditional wings under varying operating conditions and complex airflow, adapting to the engineering application requirements of next-generation morphing aircraft. Against this backdrop, coupled structures integrating mechanical metamaterials and morphing wing technology have become a key research direction for achieving these needs. There is an urgent need to design a novel torsional wing structure that eliminates reliance on complex mechanical transmission systems and comprehensively improves the aerodynamic performance and engineering practicality of wings.

[0005] In existing technologies, some solutions have attempted to combine metamaterial lattices with mechanical actuation to achieve wing torsion. This solution employs a hybrid architecture of "centralized mechanical actuation + distributed lattice deformation": the power source is a Dynamixel AX-12A servo motor, which is rigidly connected to a carbon fiber torque tube via an HDPE flexible arm; the torque tube runs through the wing spars and is fixed to the wingtip lattice unit. When the motor operates, the torque is transmitted to the torque tube via the flexible arm, causing the wingtip lattice unit to rotate, which in turn drives the coordinated deformation of the CFRP honeycomb array composed of Kelvin lattices (bending-dominant type) and Cuboct lattices (tension-bending coupled type), achieving continuous spanwise torsion of up to ±10°, with the torsion angle precisely controlled by the motor rotation angle. However, this technical approach still has the following limitations: its deformation essentially relies on an external mechanical transmission system to transmit the torque that causes the wing torsion deformation to the wingtip via the torque tube, thus achieving the wing's torsional deformation. Despite utilizing the deformable properties of the lattice structure, the drive mechanism still relies on intermediate transmission components such as flexible arms and torque tubes. The transmission chain is long and the structural redundancy is high, which increases the assembly complexity and potential failure risks. Summary of the Invention

[0006] The purpose of this invention is to provide a torsion wing structure and aircraft to solve the problems existing in the prior art. It simplifies the structure, reduces weight, facilitates assembly, improves response efficiency, and enhances structural reliability. It optimizes the continuity of the airflow field on the wing surface, reduces aerodynamic interference and vortex generation, and improves key aerodynamic indicators such as lift-to-drag ratio, enabling the wing to maintain high-efficiency aerodynamic performance under varying operating conditions and complex airflow conditions. Through the integrated array design of pressure-torsion coupled cells, it reduces or eliminates the risk of stress concentration, extends the service life of the wing, and reduces maintenance costs.

[0007] To achieve the above objectives, the present invention provides the following solution: This invention provides a torsion wing structure, including a linear drive device, ribs, and compression-torsion coupling cells. The linear drive device is used to connect to the fuselage. Multiple ribs and compression-torsion coupling cells are provided, with the ribs arranged at intervals along the wing span, and the compression-torsion coupling cells positioned between adjacent ribs. Each compression-torsion coupling cell includes an intermediate connecting component and two load-bearing end blocks fixedly connected to both ends of the intermediate connecting component. Each load-bearing end block is fixedly connected to an adjacent rib so that all ribs and all compression-torsion coupling cells form the wing body. The first end rib of the wing body is used to be fixedly connected to the fuselage. Both load-bearing end blocks of each compression-torsion coupling cell are connected to the linear drive device. The linear drive device enables the two load-bearing end blocks of each compression-torsion coupling cell to move closer or further apart, causing the corresponding intermediate connecting component to undergo torsional deformation and, through the load-bearing end blocks, to drive the corresponding rib to twist around the wing span.

[0008] Preferably, the device further includes a support rod, the linear drive device is a telescopic device, the first end of the support rod is connected to the output end of the telescopic device, and the second end of the support rod extends along the span of the wing in a direction away from the fuselage; each of the ribs and each of the compression-torsion coupling cells are sleeved on the support rod, and the second end rib of the wing body is connected to the second end of the support rod; the telescopic device can drive the support rod to extend and retract along the length of the support rod, and cause the support rod to move relative to the other ribs except the second end rib and each of the compression-torsion coupling cells along the length of the support rod; when the support rod moves away from the fuselage, the second end of the support rod can apply a thrust away from the fuselage to the second end rib; when the support rod moves closer to the fuselage, the second end of the support rod can apply a pull force towards the fuselage to the second end rib; each of the intermediate connecting components can be twisted under the action of thrust or pull and cause the adjacent ribs to twist relative to the axis of the support rod.

[0009] Preferably, it further includes an end cap, wherein the support rod and the end cap are rotatably connected about the axial direction of the support rod, and the end cap is fixedly connected to the second end rib; the second end rib and the end cap are rotatably connected about the axial direction of the support rod.

[0010] Preferably, the system further includes a first axial support member and a second axial support member. The first axial support member includes a first connector and a second connector, and the second axial support member includes a third connector and a fourth connector. The first connector and the second connector are rotatably connected about the axial direction of the support rod, and the third connector and the fourth connector are rotatably connected about the axial direction of the support rod. A boss is provided at the second end of the support rod. The first connector is fixedly connected to the end cap, and the second connector is fixedly connected to the second end of the support rod. The second axial support member is sleeved on the support rod and disposed between the boss and the second end rib. When the end cap is fixedly connected to the second end rib, the third connector and the fourth connector abut against the boss and the second end rib, respectively.

[0011] Preferably, the support rod includes a rod body and a rod cover. One end of the rod cover is sleeved inside the rod body and detachably fixedly connected to the rod body. The other end of the rod cover is provided with the boss. The second axial bearing member is sleeved outside the rod body. Each of the ribs and each of the compression-torsion coupling cells are sleeved outside the rod body.

[0012] Preferably, it further includes a connecting cylinder, one end of which is fixedly connected to the output end of the telescopic device via a first fastener, and the other end of which is fixedly connected to the first end of the support rod via a second fastener; the axes of the first fastener and the second fastener are staggered, and the axes of the first fastener and the second fastener are both perpendicular to the axis of the support rod.

[0013] Preferably, it further includes a guide support member for fixed connection with the body, the outer side wall of the support rod contacts the inner side wall of the guide support member, the support rod is capable of relative movement with the guide support member along the axial direction of the support rod, and the support rod is capable of relative rotation with the guide support member about the axial direction of the support rod.

[0014] Preferably, the linear drive device includes multiple drive units, and at least one drive unit is disposed between the two load-bearing end blocks of each of the compression-torsion coupling cells. Each drive unit is used to drive the two load-bearing end blocks of the corresponding compression-torsion coupling cell to move closer to or further away from each other.

[0015] Preferably, the load-bearing stiffness of the intermediate connecting assembly located in the root region of the wing body is greater than that of the intermediate connecting assembly located in the middle region of the wing body, and the load-bearing stiffness of the intermediate connecting assembly located in the tip region of the wing body is less than that of the intermediate connecting assembly located in the middle region of the wing body.

[0016] The present invention also provides an aircraft, including a fuselage and the aforementioned twisted wing structure, characterized in that the first end wing rib is connected to the fuselage.

[0017] The present invention achieves the following technical effects compared to the prior art: This invention provides a torsion wing structure and an aircraft, including a linear drive device, ribs, and compression-torsion coupling cells. The linear drive device is connected to the fuselage. Multiple ribs and compression-torsion coupling cells are present, with the ribs spaced apart along the wing span and a compression-torsion coupling cell positioned between adjacent ribs. Each compression-torsion coupling cell includes an intermediate connecting component and two load-bearing end blocks fixedly connected to both ends of the intermediate connecting component. Each load-bearing end block is fixedly connected to an adjacent rib so that all ribs and all compression-torsion coupling cells form the wing body. The first end rib of the wing body is fixedly connected to the fuselage. Both load-bearing end blocks of each compression-torsion coupling cell are connected to the linear drive device. The linear drive device enables the two load-bearing end blocks of each compression-torsion coupling cell to move closer or further apart, causing the corresponding intermediate connecting component to undergo torsional deformation and, through the load-bearing end blocks, to drive the corresponding rib to torsion around the wing span.

[0018] This invention utilizes the extension and retraction of a linear drive device to bring the two load-bearing end blocks of each compression-torsion coupling cell closer together or further apart. The compression-torsion coupling cell directly converts axial load into torsional deformation, achieving torsional control of the wing ribs. This eliminates the need for ailerons and uses a linear drive device as the torsional drive mechanism, requiring no additional torque drive. This embodiment simplifies the structure, reduces weight, facilitates assembly, improves response efficiency, and enhances structural reliability. It optimizes the continuity of the airfoil flow field, reduces aerodynamic interference and vortex generation, and improves key aerodynamic indicators such as lift-to-drag ratio, enabling the wing to maintain high-efficiency aerodynamic performance under varying operating conditions and complex airflow. Furthermore, the integrated array design of the compression-torsion coupling cell and wing ribs reduces or eliminates the risk of stress concentration, extends the wing's service life, and lowers maintenance costs. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the twisted wing structure provided in Example 1; Figure 2 A top view of the torsion wing structure provided in Embodiment 1; Figure 3 for Figure 2A cross-sectional view of GG; Figure 4 for Figure 3 Enlarged view of A in the middle; Figure 5 for Figure 3 Enlarged view of B in the middle; Figure 6 An exploded view of the distal section of the twisted wing structure; Figure 7 This is a structural schematic diagram of the linear drive device, connecting cylinder, and support rod. Figure 8 This is a schematic diagram of the structure of a compression-torsion coupling cell; In the diagram: 100, Torsional wing structure; 1, Linear drive device; 2, Wing rib; 201, First end wing rib; 202, Second end wing rib; 3, Compression-torsional coupling cell; 301, Intermediate connecting assembly; 302, Load-bearing end block; 4, Fuselage; 5, Support rod; 501, Boss; 502, Rod body; 503, Rod cap; 6, End cap; 7, First axial bearing member; 701, First connector; 702, Second connector; 8, Second axial bearing member; 801, Third connector; 802, Fourth connector; 9, Connecting cylinder; 10, First fastener; 11, Second fastener; 12, Guide support member; 13, Pin; 14, Fastening bolt. Detailed Implementation

[0021] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0022] It should be noted that in the description of this invention, the terms "upper," "lower," "left," "right," "inner," "outer," "front," "rear," "center," "longitudinal," "transverse," "length," "width," "thickness," "vertical," "horizontal," "top," "bottom," "clockwise," and "counterclockwise," etc., indicating directional or positional relationships, are based on the directional or positional relationships shown in the accompanying drawings. These are merely for ease of description and do not indicate or imply that the device or element must have a specific orientation, or be constructed and operated in a specific orientation; therefore, they should not be construed as limitations on this invention. Furthermore, the terms "first," "second," "third," and "fourth" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Additionally, it should be noted that in the description of this invention, unless otherwise explicitly specified and limited, the terms "set," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; a mechanical connection or an electrical connection; a direct connection or an indirect connection through an intermediate medium; or a connection within two elements. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0023] The purpose of this invention is to provide a torsion wing structure and aircraft to solve the problems existing in the prior art. It simplifies the structure, reduces weight, facilitates assembly, improves response efficiency, and enhances structural reliability. It optimizes the continuity of the airflow field on the wing surface, reduces aerodynamic interference and vortex generation, and improves key aerodynamic indicators such as lift-to-drag ratio, enabling the wing to maintain high-efficiency aerodynamic performance under varying operating conditions and complex airflow conditions. Through the integrated array design of pressure-torsion coupled cells, it reduces or eliminates the risk of stress concentration, extends the service life of the wing, and reduces maintenance costs.

[0024] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0025] Example 1 like Figures 1-8As shown, this embodiment provides a torsion wing structure 100, including a linear drive device 1, wing ribs 2, and pressure-torsion coupling cells 3. The linear drive device 1 is used to connect to the fuselage 4, and the linear drive device 1 can be connected to or inside the fuselage 4. There are multiple wing ribs 2 and pressure-torsion coupling cells 3. The multiple wing ribs 2 are arranged at intervals along the span of the wing, and pressure-torsion coupling cells 3 are arranged between two adjacent wing ribs 2. Each pressure-torsion coupling cell 3 includes an intermediate connecting component 301 and two load-bearing end blocks 302 that are fixedly connected to both ends of the intermediate connecting component 301. Each load-bearing end block 3... 02 is fixedly connected to the adjacent rib 2 so that all ribs 2 and all compression-torsion coupling cells 3 form the wing body; the first end rib 201 of the wing body is used to be fixedly connected to the fuselage 4; the two load-bearing end blocks 302 of each compression-torsion coupling cell 3 are connected to the linear drive device 1 (which can be a direct or indirect connection); the linear drive device 1 can make the two load-bearing end blocks 302 of each compression-torsion coupling cell 3 move closer or further away from each other, so that the corresponding intermediate connecting component 301 undergoes torsional deformation and drives the corresponding rib 2 to twist around the wing spanwise through the load-bearing end blocks 302.

[0026] In this embodiment, the extension and retraction of the linear drive device 1 drives the two load-bearing end blocks 302 of each pressure-torsion coupling cell 3 to move closer or further apart through a push / pull mode. The pressure-torsion coupling cell 3 directly converts the axial load into torsional deformation, thereby achieving torsional control of the rib 2. There is no need to set up ailerons. The linear drive device 1 is used as the torsional drive mechanism, and no additional torque drive is required. This embodiment simplifies the structure, reduces the weight, facilitates assembly, improves response efficiency, and enhances structural reliability. It optimizes the continuity of the airfoil flow field, reduces aerodynamic interference and vortex generation, and improves key aerodynamic indicators such as lift-to-drag ratio, enabling the wing to maintain high-efficiency aerodynamic performance under varying operating conditions and complex airflow conditions. Through the integrated array design of the pressure-torsion coupling cell 3 and the rib 2, the risk of stress concentration is reduced or eliminated, the service life of the wing is extended, and maintenance costs are reduced.

[0027] In some embodiments, the system further includes a support rod 5, the linear drive device 1 is a telescopic device, the first end of the support rod 5 is connected to the output end of the telescopic device, and the second end of the support rod 5 extends along the spanwise direction of the wing away from the fuselage 4; each rib 2 and each compression-torsion coupling cell 3 are sleeved on the support rod 5, and the second end rib 202 of the wing body is connected to the second end of the support rod 5; the telescopic device can drive the support rod 5 to extend and retract along the length direction of the support rod 5, and cause the support rod 5 to move relative to the other ribs 2 except the second end rib 202 and each compression-torsion coupling cell 3 along the length direction of the support rod 5; when the support rod 5 moves away from the fuselage 4, the second end of the support rod 5 can apply a thrust away from the fuselage 4 to the second end rib 202; when the support rod 5 moves closer to the fuselage 4, the second end of the support rod 5 can apply a pull force towards the fuselage 4 to the second end rib 202; each intermediate connecting component 301 can be twisted under the action of thrust or pull and cause the adjacent rib 2 to twist relative to the axis of the support rod 5.

[0028] In this embodiment, the extension and retraction of the linear drive device 1 drives the support rod 5 to move axially relative to the other ribs 2 (excluding the second end rib 202) and all the compression-torsion coupling cells 3, thereby applying thrust or tension to the second end rib 202. This thrust or tension is transmitted sequentially from the wingtip to the root of the wing body, that is, from the second end rib 202 to the last compression-torsion coupling cell 3, from the last compression-torsion coupling cell 3 to the penultimate rib 2, from the penultimate rib 2 to the penultimate compression-torsion coupling cell 3, and so on. The intermediate connecting component 301 of the compression-torsion coupling cell 3 twists under the axial thrust and tension, and transmits this twist to the rib 2 through the load-bearing end block 302, thus achieving the torsion of the rib 2. This embodiment directly converts axial load into torsional deformation through the pressure-torsion coupling cell 3, achieving torsional control of the second end rib 202 and other ribs 2 without the need for ailerons. A linear drive device 1 is used as the torsional drive mechanism, which is directly connected to the support rod 5 that connects multiple ribs 2 and the pressure-torsion coupling cell 3. The support rod 5 directly pushes the second end rib 202 to drive the wing torsion without additional torque drive. There is no need for a complex transmission structure between the linear drive device 1 and the support rod 5. This embodiment simplifies the structure, reduces weight, facilitates assembly, improves response efficiency, and enhances structural reliability. It optimizes the continuity of the airflow field on the wing surface, reduces aerodynamic interference and vortex generation, and improves key aerodynamic indicators such as lift-to-drag ratio, enabling the wing to maintain high-efficiency aerodynamic performance under varying operating conditions and complex airflow conditions. Through the integrated array design of the pressure-torsion coupling cell 3 and the rib 2, the risk of stress concentration is reduced or eliminated, extending the wing's service life and reducing maintenance costs.

[0029] In some embodiments, the system further includes an end cap 6, with the support rod 5 and the end cap 6 forming a rotatable connection about the axis of the support rod 5, and the end cap 6 being fixedly connected to the second end wing rib 202.

[0030] In some embodiments, the second end rib 202 and the end cap 6 are rotatably connected about the support rod 5 axially.

[0031] In some embodiments, the system further includes a first axial support member 7 and a second axial support member 8. The first axial support member 7 includes a first connector 701 and a second connector 702. The second axial support member 8 includes a third connector 801 and a fourth connector 802. The first connector 701 and the second connector 702 are rotatably connected about the axis of the support rod 5. The third connector 801 and the fourth connector 802 are rotatably connected about the axis of the support rod 5. A boss 501 is provided at the second end of the support rod 5. The first connector 701 is fixedly connected to the end cap 6, and the second connector 702 is fixedly connected to the second end of the support rod 5. The second axial support member 8 is sleeved on the support rod 5 and disposed between the boss 501 and the second end rib 202. When the end cap 6 is fixedly connected to the second end rib 202, the third connector 801 and the fourth connector 802 abut against the boss 501 and the second end rib 202, respectively.

[0032] In some embodiments, the support rod 5 includes a rod body 502 and a rod cover 503. One end of the rod cover 503 is sleeved inside the rod body 502 and is detachably fixedly connected to the rod body 502. The other end of the rod cover 503 is provided with a boss 501. The second axial bearing member 8 is sleeved outside the rod body 502. Each wing rib 2 and each compression-torsion coupling cell 3 are sleeved outside the rod body 502.

[0033] In some embodiments, the first axial bearing 7 and the second axial bearing 8 are both planar thrust bearings.

[0034] In some embodiments, a connecting cylinder 9 is further included. One end of the connecting cylinder 9 is fixedly connected to the output end of the linear drive device 1 via a first fastener 10, and the other end of the connecting cylinder 9 is fixedly connected to the first end of the support rod 5 via a second fastener 11. The axes of the first fastener 10 and the second fastener 11 are staggered, and both the axes of the first fastener 10 and the second fastener 11 are perpendicular to the axis of the support rod 5. The connecting cylinder 9 is sleeved on the connection part between the inner tube of the push rod and the support rod 5, serving as a transitional load-bearing component to eliminate dimensional mismatch. The first fastener 10 and the second fastener 11 are staggered in a direction perpendicular to the axial direction, respectively connecting the push rod and the connecting cylinder 9 and the support rod 5 and the connecting cylinder 9, respectively bearing shear loads and tensile-shear combined loads. The differentiated force characteristics enhance the shear and tensile resistance of the connection structure, constructing a gapless, high-rigidity integrated load transfer link. The driving force of each pressure-torsion coupling cell 3 generates a small torsional deformation, and the controllable geometric torsion of the entire wing is achieved by means of the deformation accumulation effect; the proportion of non-load-bearing weight of the wing is reduced by 25% to 30%, the load transmission path is shortened by more than 60%, and the transmission delay problem is effectively eliminated; the traditional aileron's movable hinge and gap structure are eliminated, the force transmission is evenly distributed along the linear path, the structural stress level is maintained at a low level, the risk of wing fatigue damage is reduced, and the service life is extended.

[0035] In some embodiments, a guide support 12 is also included, which is used to be fixedly connected to the body 4. The outer side wall of the support rod 5 contacts the inner side wall of the guide support 12, and the support rod 5 is capable of relative movement with the guide support 12 along the axial direction of the support rod 5.

[0036] In some embodiments, all ribs 2 except the second end rib 202 are clearance-fitted with the support rod 5; each compression-torsion coupling cell 3 is clearance-fitted with the support rod 5. It should be noted that the clearance between the rib 2, the support rod 5, and the compression-torsion coupling cell 3 and the support rod 5 should be designed to allow for movable connections between the rib 2, the support rod 5, and the compression-torsion coupling cell 3 and the support rod 5, while ensuring that the rib 2 does not undergo unnecessary torsion under its own weight.

[0037] In some embodiments, the linear drive device 1 is a telescopic structure, preferably a pen-type push rod. The pen-type push rod is hinged to the fuselage 4, giving it a degree of freedom for guiding motion to adapt to wing deformation.

[0038] In some embodiments, the rod body 502 and the rod cap 503 are connected by pins 13; the connecting cylinder 9 is connected to the linear drive device 1 and the support rod 5 by pins 13 of different specifications; the end cap 6, the second end rib 202, and the pressure-torsion coupling cell 3 adjacent to the second end rib 202 are fastened into an integrated structure by bolts. The rib 2 and the pressure-torsion coupling cell 3 are sleeved on the linear support rod 5, and the force transmission path is linearly oriented. Combined with the friction reduction effect of the planar thrust bearing and the limiting effect of the pins 13 and bolts, it is beneficial to achieve efficient load transmission and precise controllability of the torsion angle, while reducing the risk of component fatigue damage.

[0039] In some embodiments, the guide support 12 is a linear bearing, with the outer ring of the bearing fixedly connected to the body 4 and the inner ring of the bearing slidably connected to the support rod 5 to guide the support rod 5. The rod body 502, rod cover 503, planar thrust bearing, wing rib 2, end cover 6, bolts and pins 13, etc., constitute a non-eccentric load transmission system, which realizes non-eccentric load transmission and helps to ensure torsional accuracy and aerodynamic stability. Specifically, pins 13 (the pins 13 connecting the linear drive device 1 and the fuselage 4, and the pins 13 connecting the linear drive device 1, the connecting cylinder 9, and the support rod 5) respectively bear shear loads or tensile-shear combined loads, eliminating relative displacement between components and ensuring the continuity of load transmission; the inner ring of the planar thrust bearing between the boss 501 and the rib 2 is interference-fitted with the rod body 502, and the outer ring is tightly fitted with the end face of the rib 2. The rated dynamic load of its ceramic rolling element is not less than 5kN. Rolling friction replaces sliding friction, reducing energy loss and improving load transmission efficiency; the bolts are divided into fastening bolts 14 and locking bolts. The fastening bolts 14 fasten the end cover 6, the rib 2, and the pressure-torsion coupling cell 3 into one unit. The locking bolts (four in a rectangular array) axially limit all components to prevent axial movement.

[0040] In some embodiments, the linear drive device 1 includes a plurality of drive units, and at least one drive unit is disposed between the two load-bearing end blocks 302 of each pressure-torsion coupling cell 3. Each drive unit is used to drive the two load-bearing end blocks 302 of the corresponding pressure-torsion coupling cell 3 to move closer to each other or further away from each other.

[0041] In some embodiments, the driving unit is a piezoelectric driving unit, preferably a piezoelectric ceramic (PZT-5H, with a thickness of 0.2mm). The two ends of the piezoelectric ceramic are respectively bonded to the two load-bearing end blocks 302 of each pressure-torsion coupling cell 3. An alternating voltage is applied to cause the piezoelectric ceramic to produce axial expansion and contraction (piezoelectric effect), which directly pushes the load-bearing end block 302 to produce axial displacement, triggering the torsion of the pressure-torsion coupling cell 3. The torsion angle is controlled by the voltage amplitude.

[0042] In some embodiments, each driving unit comprises a bidirectional shape memory alloy (SMA) wire, a shape memory alloy spring, and a temperature control system. The two ends of the shape memory alloy wire are fixedly connected to the two load-bearing end blocks 302 of each compression-torsion coupling cell 3. Specifically, 2-4 Ni-Ti SMA wires (0.5-1 mm in diameter, phase transition temperature 60-80°C) are arranged between the two load-bearing end blocks 302. The two ends of the shape memory alloy spring are also simultaneously connected to the two load-bearing end blocks 302. The bidirectional shape memory alloy wire and the shape memory alloy spring are heated separately by the temperature control system. At room temperature, the shape memory alloy spring is in a compressed state, and the distance between the two load-bearing end blocks 302 is small. When the bidirectional shape memory alloy wire is heated alone, without heating the shape memory alloy spring, the bidirectional shape memory alloy wire contracts, shortens, and overcomes the compressive force of the compression-torsion coupling cell 3 and the elastic force of the shape memory alloy spring, thus reducing the distance between the two load-bearing end blocks 302 and achieving compression-torsion deformation of the compression-torsion coupling cell 3. The bidirectional shape memory alloy wire is de-energized (not heated), while the shape memory alloy spring is heated separately (exceeding its phase transition temperature). This increases the restoring force applied by the shape memory alloy spring to the compression-torsion coupling cell 3. Under the combined action of its own restoring force and the elastic force of the shape memory alloy spring, the compression-torsion coupling cell 3 quickly returns to its original shape, and the wing body no longer twists. By using shape memory alloy to replace the drive device and drive the compression-torsion coupling cell 3, the axial drive load is directly provided to the compression-torsion coupling cell 3 based on the "electric-force-shape" conversion characteristics of smart materials, eliminating mechanical transmission redundancy.

[0043] In some embodiments, the compression-torsion coupling cell 3 is prepared using a lightweight photosensitive resin material. Specifically, the material has a density of 1.147 g / cm³. 3 This reduces the overall weight of the wing by 25% to 30% compared to traditional structures, significantly improving the aircraft's endurance. Under axial load, the linear elastic strain amplitude of each part of the compression-torsion coupling cell 3 is controlled within 5%. It achieves large deformation output by relying on the small strain accumulation effect of multi-cell units, and the deformation is reversible. It has excellent fatigue resistance and can withstand repeated deformation under high-frequency vibration.

[0044] In some embodiments, the torsion angle control of the compression-torsion coupling cell 3 is achieved through dual-dimensional synergistic regulation. Specifically, the dual-dimensional synergistic regulation includes structural parameter adjustment and load amplitude adjustment. Adjusting the width (preferably 2-10 mm) and thickness (preferably 1-4 mm) of the ligament can change the basic characteristics of the torsional stiffness of the compression-torsion coupling cell 3; adjusting the axial load amplitude (preferably 10-200 Pa) output by the linear drive device 1 can dynamically adapt to the torsional requirements of different flight conditions. The synergistic effect of the two allows the wing torsion angle to be precisely adjustable within the range of 5° to 15°, with a linearity error ≤3%, and the roll moment coefficient changing linearly with the angle of attack, resulting in significantly better handling stability than traditional ailerons.

[0045] In some embodiments, the wing is a continuous, integrated structure with an ultra-thin skin covering the wing surface. The traditional hinges and gaps between the aileron and the main wing surface are eliminated, resulting in a smooth and continuous wing surface. The ultra-thin skin is tightly fitted to the pressure-torsion coupling cell array 3, ensuring no wrinkles or gaps during torsional deformation, thus guaranteeing the continuity of the airflow field and preventing vortex generation. Aerodynamic simulation verification shows that this structure reduces wingtip vortex intensity by more than 50%, controls aerodynamic efficiency loss to within 5%, and significantly improves the lift-to-drag ratio.

[0046] In some embodiments, the load-bearing stiffness of the intermediate connecting component 301 located in the root region of the wing body is greater than that of the intermediate connecting component 301 located in the middle region of the wing body, and the load-bearing stiffness of the intermediate connecting component 301 located in the tip region of the wing body is less than that of the intermediate connecting component 301 located in the middle region of the wing body. In an exemplary embodiment, the intermediate connecting component 301 includes at least one staggered ligament, preferably four ligaments, all of which are inclined relative to the axial direction of the support rod 5 along the same direction of rotation. Each ligament has an angle with the axial section of the support rod 5, and both ends of each ligament are rigidly connected to two load-bearing end blocks 302 to form an integrated load-bearing structure, which is arranged in an array along the axial direction of the wing body. The compression-torsion coupling cell 3 in different regions along the wing span adopts a differentiated configuration. Specifically, based on the aerodynamic load distribution characteristics along the wing span, the ligament thickness of the compression-torsion coupling cell 3 in the root region is designed to be 3-4 mm (to enhance load-bearing stiffness), the compression-torsion coupling cell 3 in the middle deformation core region adopts a ligament thickness of 2-3 mm, and the compression-torsion coupling cell 3 in the wingtip region is designed to have a ligament thickness of 1.5-2 mm (to improve deformation flexibility). This forms a hierarchical adaptation structure of "root load-bearing reinforcement - wingtip deformation optimization", enabling the wing to achieve overall torsional deformation coordination and precision while meeting load-bearing requirements.

[0047] In some embodiments, the system further includes a controller and an aerodynamic sensor. The controller is electrically connected to the linear drive unit 1, and the aerodynamic sensor is communicatively connected to the controller. The aerodynamic sensor collects airspeed, angle of attack, and lift distribution data in real time during flight. Based on the collected data, the controller dynamically adjusts the axial load amplitude output by the linear drive unit 1 to form a closed-loop control system of "load regulation - deformation response - aerodynamic feedback". For example, under low-speed, high-angle-of-attack conditions, the axial load amplitude is increased to increase the cell twist angle in the wingtip region and enhance the elliptical lift distribution. Under high-speed cruise conditions, the axial load is reduced, and the wingtip twist angle is appropriately reduced to balance lift and drag, ensuring the dynamic stability of the elliptical lift distribution and ensuring that the wing maintains optimal aerodynamic performance under varying conditions and complex airflow environments.

[0048] The operating process of the torsion wing structure 100 in this embodiment is as follows: First, axial thrust condition 1. Load input: The linear drive unit 1 outputs axial thrust, which is transmitted along the axis of the support rod 5; 2. Load Transition: The rod body 502 of the support rod 5 transmits the thrust to the rod cover 503 through the shear bearing action of the pin 13, and the relative displacement between the components is eliminated through the smooth transition of the planar thrust bearing; 3. Load distribution: The rod cap 503 evenly transmits the thrust to the right end of the planar thrust bearing. The planar thrust bearing transmits the thrust to the rib 2 by relying on the rolling friction characteristics, avoiding sliding friction loss. 4. Deformation-driven: The wing rib 2 transmits thrust to the compression-torsion coupling cell 3, driving the cell to produce axial tensile deformation accompanied by controllable torsion. The cumulative torsional deformation of multiple cells realizes the overall geometric torsion of the wing. 5. Structural Limitation: The rightmost end cap 6 uses four locking bolts to axially limit all wing ribs 2 and pressure-torsion coupling cells 3, preventing axial movement under thrust and ensuring a stable load transmission path. Simultaneously, linear bearings ensure that the support rod 5 does not experience circumferential movement under axial loads, guaranteeing the stability of the overall wing installation on the fuselage 4.

[0049] Second, axial tensile load conditions 1. Load input: The linear drive unit 1 outputs axial tensile force, which is transmitted in the opposite direction along the axis of the support rod 5; 2. Load Transition: The pin 13 of the rod body 502 of the support rod 5 bears the combined tensile and shear load, and transmits the tensile force to the rod cap 503 and the planar thrust bearing; 3. Load transfer: The planar thrust bearing, through bolt tightening tension, drives the rib 2 and the compression-torsion coupling cell 3 to simultaneously bear the axial tension; 4. Deformation-driven: The compression-torsion coupling cell 3 undergoes compressive deformation under axial tension, triggering a reverse torsional effect and realizing reverse geometric torsion of the wing; 5. Structural constraints: Bolt preload ensures tight fit of all components, preventing gaps or separation under tensile conditions and ensuring continuous tensile force transmission.

[0050] In summary, the torsion wing structure 100 based on pressure-torsion coupling metamaterials provided in this embodiment completely eliminates the dependence on complex mechanical transmission systems through the integrated design and precise control mechanism of core components. It has the advantages of simplified structure, high efficiency, excellent aerodynamics, precise torsion, lightweight and long life. It can be widely used in scenarios such as active deformation of helicopter rotor trailing edge, adjustment of wing lift spanwise distribution, active deformation winglet and replacement of traditional aileron. Its implementation process does not require complex assembly processes, and the parameters of each component can be flexibly adapted according to the specific needs of the aircraft. It has strong engineering practicality and provides key technical support for the structural design and engineering application of the next generation of deformable aircraft.

[0051] The specific adaptation principle is as follows: 1. Addressing the active deformation of the helicopter rotor trailing edge, this project utilizes a staggered array topology of three-dimensional pressure-torsional coupling cells (3), a linear force transmission system without off-center loads, and a dual-dimensional torsional deformation control mechanism. It addresses the core requirements of "continuously adjustable, rapid response, and fatigue-resistant stability" of the trailing edge attitude under various conditions, including hovering, forward flight, and maneuvering. Through the cumulative effect of minute torsion within the cells and efficient load transmission, flexible and precise adjustment of the trailing edge attitude is achieved. Simultaneously, the "small strain accumulation" characteristic of the cells is utilized to adapt to the high-frequency vibration service environment of helicopters. Based on the aerodynamic load distribution of the helicopter wing trailing edge (e.g., high load at the root, high deformation demand in the middle, and sensitive response at the tip), pressure-torsional coupling cells (3) are arranged differentially in different regions: cells with thicker ligaments (enhancing load-bearing stiffness) are used in the root region, standard cells with adjustable parameters are used in the core deformation region of the middle, and cells with thinner ligaments (improving deformation flexibility) are used in the tip response region, forming a hierarchical adaptive array structure of "load-deformation-response".

[0052] 2. This invention addresses the proactive adjustment of wing lift distribution along the spanwise direction. An elliptical lift distribution is the ideal aerodynamic state for reducing wing induced drag, a state that traditional wings struggle to achieve due to their limited deformation modes and insufficient control precision. This invention utilizes a "differentiated layout of cell arrays + dual-dimensional precise control" to generate preset torsion angles in each cell region based on the lift requirements at different locations along the wing's spanwise direction. These angles accumulate to form an overall elliptical lift wing deformation that conforms to elliptical principles. Simultaneously, a non-eccentric load transfer system ensures consistent deformation, ultimately achieving an elliptical lift distribution along the spanwise direction.

[0053] The axial load output by the pen-type push rod is evenly distributed to cells in all spanwise regions through a non-eccentric load transfer system (support rod 5 - planar thrust bearing - wing rib 2 - cell), avoiding deformation deviations caused by uneven load transfer. The rolling friction characteristics of the planar thrust bearing reduce energy loss between components, ensuring that more than 95% of the axial load is converted into the driving force for torsional deformation of the cells, causing cells in each region to deform synchronously according to a preset torsion angle. During flight, the system dynamically adjusts based on real-time aerodynamic parameters such as airspeed and angle of attack through a dual-dimensional control mechanism. Under low-speed, high-angle-of-attack conditions, the axial load amplitude is increased, increasing the torsion angle of the cells in the wingtip region and enhancing the elliptical lift distribution. Under high-speed cruise conditions, the axial load is reduced, and the wingtip torsion angle is moderately reduced to balance lift and drag. Real-time feedback of lift distribution data from aerodynamic sensors forms a closed-loop optimization of "load control - deformation response - aerodynamic feedback," ensuring the dynamic stability of the elliptical lift distribution.

[0054] 3. Addressing the lightweight, dynamic adaptation and drag reduction requirements of actively deformable winglets, the core function of winglets is to weaken wingtip vortices and reduce induced drag. Traditional fixed winglets only adapt to a single flight state, while dynamically deformable winglets need to meet the requirements of "lightweight, low redundancy, and precise control." This embodiment utilizes an integrated, simplified structure (eliminating complex transmission systems), lightweight pressure-torsion coupling cell 3, and a dual-dimensional control mechanism to meet the core requirements of "no weight increase, strong response, and stable deformation" for winglets. Dynamic attitude adjustment of the winglet is achieved through controllable torsion of the cell.

[0055] The winglet adopts an integrated structure of "compression-torsion coupled cell array 3 + ultra-thin skin". The cell array replaces the truss and stiffeners of the traditional winglet, and is lighter than the traditional metal winglet, avoiding the increase in wing cantilever deflection caused by the weight of the wingtip. The cells are arranged in a staggered array, which takes into account both deformation flexibility and structural stability, and prevents the winglet from out-of-plane instability during high-speed flight.

[0056] The winglet is connected to the main wing body through a non-eccentric load transfer system. The support rod 5 runs through the core area of ​​the winglet, and the pen-shaped push rod is connected to the non-standard pin 13 through the connecting tube 9 to achieve a gapless connection, ensuring that the axial load is transferred to the cell array without loss. The deformation is adjusted in two ways according to the flight speed: at low speed, the thickness of the cell ligament is adjusted to increase the torsional flexibility, the torsion angle of the winglet is 8°-10°, and the vortex suppression is enhanced; at high speed, the ligament thickness is increased (3mm) to improve the structural stiffness, the torsion angle is 5°-6°, and the drag reduction and structural safety are balanced. The axial load amplitude is precisely controlled by a servo control system.

[0057] The winglet is a vibration-sensitive area of ​​the wing. In this embodiment, the pressure-torsion coupling cell 3 adopts the "small strain accumulation" deformation mode, with low strain amplitude in each part, excellent fatigue resistance, and can withstand repeated deformation under high frequency vibration. The integrated structural design eliminates the movable connection gap of the traditional dynamic winglet. The skin and cell array fit tightly together, and the wing surface is wrinkle-free and gap-free during torsional deformation, ensuring airflow continuity and further weakening the wingtip vortex intensity.

[0058] Example 2 This embodiment provides an aircraft, including a fuselage 4 and a twisted wing structure 100 as in Embodiment 1, with a first end wing rib 201 connected to the fuselage 4.

[0059] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A twisted wing structure, characterized in that, The system includes a linear drive unit, ribs, and pressure-torsion coupling cells. The linear drive unit is used to connect to the fuselage. Multiple ribs and pressure-torsion coupling cells are present, with the ribs spaced apart along the wing span and the pressure-torsion coupling cells positioned between adjacent ribs. Each pressure-torsion coupling cell includes an intermediate connecting component and two load-bearing end blocks fixedly connected to both ends of the intermediate connecting component. Each load-bearing end block is fixedly connected to an adjacent rib so that all ribs and pressure-torsion coupling cells form the wing body. The first end rib of the wing body is used to be fixedly connected to the fuselage. Both load-bearing end blocks of each pressure-torsion coupling cell are connected to the linear drive unit. The linear drive unit can move the two load-bearing end blocks of each pressure-torsion coupling cell closer or further apart, causing the corresponding intermediate connecting component to undergo torsional deformation and, through the load-bearing end blocks, to drive the corresponding rib to torsion around the wing span.

2. The twisted wing structure according to claim 1, characterized in that, It also includes a support rod, the linear drive device is a telescopic device, the first end of the support rod is connected to the output end of the telescopic device, and the second end of the support rod extends along the span of the wing in a direction away from the fuselage; each of the ribs and each of the compression-torsion coupling cells are sleeved on the support rod, and the second end rib of the wing body is connected to the second end of the support rod; the telescopic device can drive the support rod to extend and retract along the length of the support rod, and cause the support rod and the remaining ribs except the second end rib and each of the compression-torsion coupling cells to move relative to each other along the length of the support rod; when the support rod moves away from the fuselage, the second end of the support rod can apply a thrust away from the fuselage to the second end rib; when the support rod moves closer to the fuselage, the second end of the support rod can apply a pull force towards the fuselage to the second end rib; each of the intermediate connecting components can be twisted under the action of thrust or pull and cause the adjacent ribs to twist relative to the axis of the support rod.

3. The twisted wing structure according to claim 2, characterized in that, It also includes an end cap, the support rod and the end cap are rotatably connected about the axis of the support rod, and the end cap is fixedly connected to the second end rib; the second end rib and the end cap are rotatably connected about the axis of the support rod.

4. The twisted wing structure according to claim 3, characterized in that, It also includes a first axial bearing member and a second axial bearing member. The first axial bearing member includes a first connector and a second connector. The second axial bearing member includes a third connector and a fourth connector. The first connector and the second connector are rotatably connected about the axial direction of the support rod. The third connector and the fourth connector are rotatably connected about the axial direction of the support rod. A boss is provided at the second end of the support rod. The first connector is fixedly connected to the end cap. The second connector is fixedly connected to the second end of the support rod. The second axial bearing member is sleeved on the support rod and disposed between the boss and the second end rib. When the end cap is fixedly connected to the second end rib, the third connector and the fourth connector abut against the boss and the second end rib, respectively.

5. The twisted wing structure according to claim 4, characterized in that, The support rod includes a rod body and a rod cover. One end of the rod cover is sleeved inside the rod body and is detachably fixedly connected to the rod body. The other end of the rod cover is provided with the boss. The second axial bearing member is sleeved outside the rod body. Each of the ribs and each of the compression-torsion coupling cells are sleeved outside the rod body.

6. The twisted wing structure according to claim 2, characterized in that, It also includes a connecting cylinder, one end of which is fixedly connected to the output end of the telescopic device via a first fastener, and the other end of which is fixedly connected to the first end of the support rod via a second fastener; the axes of the first fastener and the second fastener are staggered, and the axes of the first fastener and the second fastener are both perpendicular to the axis of the support rod.

7. The twisted wing structure according to claim 2, characterized in that, It also includes a guide support member for fixed connection with the body, the outer side wall of the support rod contacts the inner side wall of the guide support member, and the support rod is capable of relative movement with the guide support member along the axial direction of the support rod.

8. The twisted wing structure according to claim 1, characterized in that, The linear drive device includes multiple drive units. At least one drive unit is disposed between the two load-bearing end blocks of each of the compression-torsion coupling cells. Each drive unit is used to drive the two load-bearing end blocks of the corresponding compression-torsion coupling cell to move closer to or further away from each other.

9. The twisted wing structure according to claim 1, characterized in that, The load-bearing stiffness of the intermediate connecting assembly located at the root region of the wing body is greater than that of the intermediate connecting assembly located at the middle region of the wing body, and the load-bearing stiffness of the intermediate connecting assembly located at the tip region of the wing body is less than that of the intermediate connecting assembly located at the middle region of the wing body.

10. An aircraft, comprising a fuselage and a twisted wing structure as described in any one of claims 1 to 9, characterized in that, The first end rib is connected to the fuselage.

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