A single-degree-of-freedom, few-actuated, fully deformable wing mechanism based on multiple links

Abstract

The invention discloses a multi-link single-degree-of-freedom, low-drive, fully deformable wing mechanism, comprising a fixed wing leading edge, a wing middle part movably connected to the wing leading edge and having a variable curvature, a wing trailing edge movably connected to the wing middle part and having a variable curvature, a connecting rod assembly respectively hinged to the wing leading edge, the wing middle part and the wing trailing edge and driving the wing middle part and the wing trailing edge to change curvature, and a power assembly driven by the connecting rod assembly, wherein the connecting rod assembly comprises a connecting oblique rod, a connecting cross rod, a first transmission cross rod, a first transmission oblique rod, a second transmission cross rod, a second transmission oblique rod, a third transmission cross rod, a third transmission oblique rod and a fourth transmission cross rod. The invention can not only realize a large-scale curvature deformation of the wing, but also realize the linkage deformation of the entire wing by only one power source.

Description

Technical Field

[0001] The invention relates to a wing mechanism, in particular to a multi-link-based single-degree-of-freedom, less-driven, fully deformable wing mechanism. Background Art

[0002] Aircraft need to face increasingly complex flight environments and flight conditions. For a single fixed-wing aircraft, it can only meet the optimal solution under one type of flight conditions. Therefore, it is particularly important to develop a wing that can change the aircraft's motion posture with the flight environment like a bird. The wing is the most important component of an aircraft. The main function of the wing is to provide lift and reduce resistance for the aircraft to ensure its stable flight. Inspired by bird wings, it adapts to different flight needs by changing its shape: stretching the wings during stable flight; curling the wings and sweeping them back to reduce flight resistance and make a rapid dive when chasing prey; rolling the wings inward when entering a dense forest to reduce the width so as to pass through branches; and fully facing the wings to the airflow when landing to increase resistance and achieve landing maneuvers. Birds meet different flight needs by changing the shape of their wings, such as span and sweep angle, during flight, and perform excellent performance in a variety of flight environments. Giving aircraft the ability to deform their wings like birds will have important research significance for improving the flight performance, aerodynamics, and maneuverability of aircraft under multiple conditions.

[0003] In the field of morphing wing research, many inventors have provided various solutions. For example, the Chinese patent: A morphing wing with variable curvature based on connecting rod drive, the patent application number is: CN202011482267.0, the patent includes a wing body, a connecting rod drive assembly and a shaft connection assembly, the connecting rod drive assembly used can achieve wing range curvature deformation, but its overall curvature deformation is 15%, and its maximum deformation angle needs to be improved. For example, the Chinese patent: A deformable wing trailing edge mechanism with multiple hinges based on a planar connecting rod closed-loop unit, patent number: CN201510918654.7, the patent includes at least three groups of closed-loop rod group units and a driving mechanism, the closed-loop rod group unit is a planar rod group structure based on a 6R closed-loop unit, which has one degree of freedom to realize the deformation of the wing, but it is only used for the deformation of the wing trailing edge, and has certain limitations in the overall deformation of the wing.

[0004] Therefore, it is urgent to solve the above problems. Summary of the invention

[0005] Purpose of the invention: The purpose of the present invention is to provide a single-degree-of-freedom, low-drive, fully deformable wing mechanism based on multiple links, which can not only realize a large range of camber deformation of the wing, but also realize the linkage deformation of the entire wing through only one power component.

[0006] Technical solution: To achieve the above purpose, the present invention discloses a multi-link single-degree-of-freedom, low-drive, fully deformable wing mechanism, comprising a fixed wing leading edge, a wing middle portion movably connected to the wing leading edge and having a variable curvature, a wing trailing edge movably connected to the wing middle portion and having a variable curvature, a connecting rod assembly respectively hinged to the wing leading edge, the wing middle portion and the wing trailing edge and driving the wing middle portion and the wing trailing edge to change curvature, and a power assembly driven by the connecting rod assembly, wherein the connecting rod assembly comprises a connecting oblique rod, a connecting cross rod, a first transmission cross rod, a first transmission oblique rod, a second transmission cross rod, a second transmission oblique rod, a third transmission cross rod, a third transmission oblique rod and a fourth transmission cross rod; wherein the upper end of the connecting oblique rod is hinged to the wing leading edge, and the lower end of the connecting oblique rod is hinged to the wing middle portion; the left end of the connecting cross rod is hinged to the wing leading edge, and the lower end of the connecting oblique rod is hinged to the wing middle portion; It is hinged to the trailing edge of the wing, and the right end of the connecting cross bar is fixedly connected to the middle part of the wing; the right end of the first transmission cross bar is hinged to the power assembly, the left end of the first transmission cross bar is hinged to the upper end of the first transmission oblique bar, the upper end of the first transmission oblique bar is also hinged to the middle part of the connecting oblique bar, the lower end of the first transmission oblique bar is hinged to the middle part of the second transmission cross bar, the right end of the second transmission cross bar is hinged to the leading edge of the wing, the left end of the second transmission cross bar is hinged to the lower end of the second transmission oblique bar, the upper end of the second transmission oblique bar is hinged to the middle part of the wing, the middle part of the second transmission oblique bar is hinged to the right end of the third transmission cross bar, the left end of the third transmission cross bar is hinged to the upper end of the third transmission oblique bar, the middle part of the third transmission oblique bar is hinged to the middle part of the wing, the lower end of the third transmission oblique bar is hinged to the right end of the fourth transmission cross bar, and the left end of the fourth transmission cross bar is hinged to the rear end of the wing.

[0007] The power assembly includes a rotary motor arranged on the leading edge of the wing and a drive rod connected to the output shaft of the rotary motor, and the other end of the drive rod is hinged to the right end of the first transmission cross bar.

[0008] Preferably, the cross-sectional wing shape of the wing trailing edge is teardrop-shaped, and the wing shape is streamlined, the left end of the wing trailing edge has a small curvature, and the right end of the wing trailing edge has a large curvature.

[0009] Furthermore, the middle part of the inner cavity at the right end of the trailing edge of the wing is hollowed out, and two groups of first articulated joints symmetrically arranged along the central axis are fixedly installed on the upper surface of the inner cavity at the right end of the trailing edge of the wing, and two groups of second articulated joints symmetrically arranged along the central axis are fixedly installed on the lower surface of the inner cavity at the right end of the trailing edge of the wing.

[0010] Furthermore, the radian of the left end of the middle portion of the wing is equal to the radian of the right end of the trailing edge of the wing, and the radian of the right end of the middle portion of the wing is equal to the radian of the left end of the leading edge of the wing.

[0011] Preferably, the inner cavity in the middle of the wing is a through structure, and two groups of first articulated bases symmetrically arranged along the central axis are fixedly installed on the left side of the inner cavity in the middle of the wing, and two groups of second articulated bases symmetrically arranged along the central axis are fixedly installed on the right side of the inner cavity in the middle of the wing, and two groups of third articulated joints symmetrically arranged along the central axis are fixedly connected to the right end of the middle of the wing.

[0012] Furthermore, the camber of the left end of the leading edge of the wing is the same as the camber of the right end of the middle part of the wing.

[0013] Furthermore, the middle part of the inner cavity at the left end of the leading edge of the wing is hollowed out, and two groups of third articulated bases symmetrically arranged along the central axis are fixedly installed at the upper end of the inner cavity of the leading edge of the wing, and two groups of fourth articulated joints symmetrically arranged along the central axis are fixedly installed at the lower end of the inner cavity of the leading edge of the wing.

[0014] Preferably, the central axis of the hinge between the left end of the first transmission cross rod and the upper end of the first transmission oblique rod coincides with the central axis of the hinge between the upper end of the first transmission oblique rod and the middle part of the connecting oblique rod.

[0015] Beneficial effects: Compared with the prior art, the present invention has the following significant advantages:

[0016] (1) The deformable wing of the aircraft of the present invention is divided into three parts: the trailing edge of the wing, the middle part of the wing, and the leading edge of the wing. The curvature of the connection between them is smooth and continuously changes, which can improve the gas pressure distribution on the upper and lower surfaces of the wing. The overall appearance is streamlined, which can optimize the aerodynamic characteristics of the aircraft;

[0017] (2) The aircraft morphing wing drive mode of the present invention is a single drive mode, which only requires one driving rotary motor to drive the linkage of the multi-link assembly connected thereto, thereby reducing the weight of the wing itself to a certain extent, and reducing the control complexity of the multi-drive and the risk of possible motion failure, thereby improving the working stability of the aircraft;

[0018] (3) The fully deformable wing of the present invention uses a multi-link assembly as a driving mechanism for the camber deformation of the wing structure, and transmits power to the trailing edge and the middle of the wing to produce a two-stage linkage effect, thereby achieving the purposes of increasing force, expanding the stroke and realizing long-distance transmission. Combined with the step-by-step transmission and two-stage linkage effects of the multi-link assembly, the design requirements of a large range of camber deformation of the fully deformable wing can be met, and the maximum camber can reach 37°, thereby enhancing the adaptability of the aircraft under different cruising conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 This is a schematic diagram of the overall appearance of the aircraft in the present invention:

[0020] Figure 2 It is a schematic diagram of the structure of the present invention;

[0021] Figure 3 It is a schematic structural diagram of the trailing edge of the wing in the present invention;

[0022] Figure 4 It is a structural schematic diagram of the middle part of the wing in the present invention;

[0023] Figure 5 It is a structural schematic diagram of the leading edge of the wing in the present invention;

[0024] Figure 6 It is a partial structural schematic diagram of the connection assembly in the present invention;

[0025] Figure 7 It is a structural schematic diagram of the connection component in the present invention;

[0026] Figure 8 Schematic diagram of the initial state in the present invention;

[0027] Fig. 9 It is a schematic diagram of the limit state in the present invention;

[0028] Fig.10 It is a schematic diagram of the maximum curvature in the present invention. DETAILED DESCRIPTION

[0029] The technical solution of the present invention is further described below in conjunction with the accompanying drawings.

[0030] like Figure 1 The overall appearance of the aircraft in the present invention is shown in FIG. 1 . In order to better demonstrate the fully deformable wing structure of the present invention, the following diagram is drawn: Figure 2 The wing section diagram is shown in Figure 1. Figure 2 As shown, a multi-link-based single-degree-of-freedom, low-drive, fully deformable wing mechanism of the present invention comprises a wing trailing edge 1, a wing middle portion 2, a wing leading edge 3, a connecting rod assembly and a power assembly, wherein the wing trailing edge 1 and the wing middle portion 2 are movable mechanisms whose curvature is variable, and the wing leading edge 3 is a fixed mechanism whose curvature is immutable.

[0031] like Figure 3 As shown, the cross-sectional wing shape of the wing trailing edge 1 is drop-shaped, and the wing shape is streamlined and has good aerodynamic characteristics. The left end of the wing trailing edge 1 has a smaller curvature, and the right end of the wing trailing edge 1 has a larger curvature. The middle of the right end inner cavity of the wing trailing edge 1 is hollowed out, and a first articulated joint 4 is fixedly installed on the upper surface of the right end inner cavity of the wing trailing edge 1. There are two groups of the first articulated joints 4, which are symmetrically arranged with the central axis of the wing trailing edge 1; a second articulated joint 5 is fixedly installed on the lower surface of the right end inner cavity of the wing trailing edge 1. There are two groups of the second articulated joints 5, which are symmetrically arranged with the central axis of the wing trailing edge 1.

[0032] like Figure 4As shown, the curvature of the left end of the middle part of the wing 2 is equal to the curvature of the right end of the wing trailing edge 1 to ensure the continuity of the deformation of the deformed wing, and the curvature of the right end of the middle part of the wing 2 is equal to the curvature of the left end of the wing leading edge 3 to ensure the continuity of the deformation of the deformed wing. The left end of the middle part of the wing 2 is fixedly connected with a connecting crossbar 6. The inner cavity of the middle part of the wing 2 is a through structure to facilitate the sequential connection and transmission of the rods. The left side of the inner cavity of the middle part of the wing 2 is fixedly installed with a first articulated base 7, and the first articulated base 7 has two groups, which are symmetrically arranged with the central axis plane of the middle part of the wing 2; the right side of the inner cavity of the middle part of the wing 2 is fixedly installed with a second articulated base 8, and the second articulated base 8 has two groups, which are symmetrically arranged with the central axis plane of the middle part of the wing 2. The right end of the middle part of the wing 2 is fixedly connected with a third articulated joint 9, and the third articulated joint 9 has two groups, which are symmetrically arranged with the central axis plane of the middle part of the wing 2.

[0033] like Figure 5 As shown, the curvature of the left end of the wing leading edge 3 is the same as the curvature of the right end of the wing middle part 2 to ensure the continuity of the deformation of the deformed wing. The middle part of the inner cavity of the left end of the wing leading edge 3 is hollowed out, and a third hinge base 10 is fixedly installed on the upper end of the inner cavity of the wing leading edge 3. There are two groups of the third hinge base 10, which are symmetrically arranged with the central axis plane of the wing leading edge 3; a fourth hinge joint 11 is fixedly installed on the lower end of the inner cavity of the wing leading edge 3. There are two groups of the fourth hinge joint 11, which are symmetrically arranged with the central axis plane of the wing leading edge 3. A rotating motor 12 is fixedly installed obliquely below the third hinge base 10, and the rotating motor 12 is installed in the inner cavity of the wing leading edge 3.

[0034] The connecting rod assembly includes a connecting diagonal rod 13, a connecting cross rod 6, a first transmission cross rod 15, a first transmission diagonal rod 16, a second transmission cross rod 17, a second transmission diagonal rod 18, a third transmission cross rod 19, a third transmission diagonal rod 20 and a fourth transmission cross rod 21. The power assembly includes a rotating motor 12 and a driving rod 14.

[0035] like Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, the connecting diagonal rod 13 is used to connect the middle part of the wing 2 and the leading edge of the wing 3. The upper end of the connecting diagonal rod 13 is connected to the third articulated base 10 at the upper end of the inner cavity of the leading edge of the wing 3 through a rotating shaft. The lower end of the connecting diagonal rod 13 is connected to the third articulated joint 9 at the right end of the middle part of the wing 2 through a rotating shaft. There are two groups of connecting diagonal rods 13, third articulated bases 10 and third articulated joints 9, which are arranged symmetrically with the central axis of the wing. The connecting diagonal rods 13 on the same side are connected to the third articulated base 10 and the third articulated joint 9, and the connection method on the other side is the same. Two groups of connecting diagonal rods 13, third articulated bases 10 and third articulated joints 9 are set to ensure the rigidity of the mechanism and the balance of force.

[0036] The connecting cross bar 6 is used to connect the middle wing 2 and the wing trailing edge 1. The right end of the connecting cross bar 6 is fixedly connected to the body of the middle wing 2, the left end of the connecting cross bar 6 is connected to the second articulated joint 5 fixedly installed on the lower surface of the inner cavity of the right end of the wing trailing edge 1 through a rotating shaft, and the left end of the connecting cross bar 6 is embedded between the two sets of second articulated joints 5.

[0037] There are two groups of the first transmission oblique rod 16, the second transmission oblique rod 18 and the third transmission oblique rod 20, which are arranged symmetrically with the central axis of the wing, and two groups of the first transmission oblique rod 16, the second transmission oblique rod 18 and the third transmission oblique rod 20 are provided to ensure the rigidity and force balance of the mechanism. The driving rod 14, the first transmission cross bar 15, the second transmission cross bar 17, the third transmission cross bar 19 and the fourth transmission cross bar 21 are all separate rods.

[0038] like Figure 6 As shown, the output end of the driving rotating motor 12 is connected to the left end of the driving rod 14 through a rotating shaft, and the right end of the driving rod 14 is connected to the right end of the first transmission cross bar 15 through a rotating shaft, and the working output torque of the driving rotating motor 12 provides power for the driving rod 14. The left end of the first transmission cross bar 15 is connected to the upper end of the first transmission oblique rod 16 through a rotating shaft, and the left end of the first transmission cross bar 15 is embedded between the two groups of first transmission oblique rods 16. The upper end of the first transmission oblique rod 16 is connected to the middle part of the connecting oblique rod 13 through a rotating shaft. The central axis of the rotating shaft connected between the left end of the first transmission cross bar 15 and the upper end of the first transmission oblique rod 16 coincides with the central axis of the rotating shaft connected between the upper end of the first transmission oblique rod 16 and the middle part of the connecting oblique rod 13. The first transmission cross bar 15 is a single rod; the first transmission oblique rod 16 and the connecting oblique rod 13 are both two groups of rods; the relative positions of the first transmission cross bar 15, the two groups of first transmission oblique rods 16 and the two groups of connecting oblique rods 13 can be expressed as follows: the first transmission cross bar 15 is in the innermost layer; the outer side of the first transmission cross bar 15 is the two groups of first transmission oblique rods 16, and the two groups of first transmission oblique rods 16 are in the middle layer; the outer side of the two groups of first transmission oblique rods 16 is the two groups of connecting oblique rods 13, and the two groups of connecting oblique rods 13 are in the outermost layer. The lower end of the first transmission oblique rod 16 is connected to the middle part of the second transmission cross bar 17 through a rotating shaft, and the second transmission cross bar 17 is between the two groups of first transmission oblique rods 16 that are symmetrically distributed. The right end of the second transmission cross bar 17 is connected to the fourth articulated joint 11 at the lower end of the inner cavity of the wing leading edge 3 through a rotating shaft, and the right end of the second transmission cross bar 17 is embedded between the two groups of fourth articulated joints 11.

[0039] like Figure 7As shown, the left end of the second transmission cross bar 17 is connected to the lower end of the second transmission oblique rod 18 through a rotating shaft, and the left end of the second transmission cross bar 17 is located between the two groups of second transmission oblique rods 18. The upper end of the second transmission oblique rod 18 is connected to the second articulated base 8 on the right side of the inner cavity of the middle part 2 of the wing through a rotating shaft. Since the second transmission oblique rod 18 and the second articulated base 8 are both provided with two groups, the second transmission oblique rod 18 and the second articulated base 8 on the same side are connected to each other, and the connection method on the other side is the same. The middle part of the second transmission oblique rod 18 is connected to the right end of the third transmission cross bar 19 through a rotating shaft, and the right end of the third transmission cross bar 19 is located between the two groups of second transmission oblique rods 18. The left end of the third transmission cross bar 19 is connected to the upper end of the third transmission oblique rod 20 through a rotating shaft, and the left end of the third transmission cross bar 19 is located between the two groups of third transmission oblique rods 20. The middle part of the third transmission oblique rod 20 is connected to the first articulated base 7 on the left side of the inner cavity of the middle part of the wing through a rotating shaft. Since the third transmission oblique rod 20 and the first articulated base 7 are each provided with two groups, the third transmission oblique rod 20 and the first articulated base 7 on the same side are connected to each other, and the connection method on the other side is the same. The lower end of the third transmission oblique rod 20 is connected to the right end of the fourth transmission cross bar 21 through a rotating shaft, and the right end of the fourth transmission cross bar 21 is located between the two groups of third transmission oblique rods 20. The left end of the fourth transmission cross bar 21 is connected to the first articulated joint 4 on the upper surface of the inner cavity of the right end of the wing trailing edge 1 through a rotating shaft, and the left end of the fourth transmission cross bar 21 is embedded between the two groups of first articulated joints 4.

[0040] The initial state and the limit state of the multi-link single-degree-of-freedom less-driven fully deformable wing mechanism of the present invention are respectively as follows: Figure 8 and 9 As shown, the maximum curvature is Fig.10 As shown. Due to the action of the rotating motor 12 installed on the leading edge 3 of the wing, through the step-by-step deformation amplification of the middle part 2 of the wing and the trailing edge 3 of the wing and the multi-link assembly, the maximum deformation curvature of the deformable wing can reach 37°, which can achieve a wide range of deformation and adapt to different flight conditions and flight environments. In the present invention, the power assembly has only one degree of freedom, and the output torque of the rotating motor acts on the connecting rod assembly to produce a linkage effect on the trailing edge of the wing and the middle part of the wing. The fully deformable wing mechanism has few driving elements and a compact structure, which can effectively control the large-scale curvature deformation of the wing and improve the adaptability of the aircraft to complex flight conditions. The overall appearance of the fully deformable wing is streamlined, and it has good aerodynamic characteristics, which ensures the stability of the flight process.

Claims

1. A multi-link single-degree-of-freedom, less-actuated, fully deformable wing mechanism, characterized in that: The invention comprises a fixed wing leading edge (3), a wing middle portion (2) movably connected to the wing leading edge and having a variable curvature, a wing trailing edge (1) movably connected to the wing middle portion and having a variable curvature, a connecting rod assembly respectively hinged to the wing leading edge, the wing middle portion and the wing trailing edge and driving the wing middle portion and the wing trailing edge to change curvature, and a power assembly driven by the connecting rod assembly, wherein the connecting rod assembly comprises a connecting oblique rod (13), a connecting cross rod (6), a first transmission cross rod (15), a first transmission A moving oblique rod (16), a second transmission cross rod (17), a second transmission oblique rod (18), a third transmission cross rod (19), a third transmission oblique rod (20) and a fourth transmission cross rod (21); wherein the upper end of the connecting oblique rod (13) is hinged to the leading edge (3) of the wing, and the lower end of the connecting oblique rod (13) is hinged to the middle part (2) of the wing; the left end of the connecting cross rod (6) is hinged to the trailing edge (1) of the wing, and the right end of the connecting cross rod (6) is fixedly connected to the middle part (2) of the wing; the first transmission cross rod The right end of the first transmission cross bar (15) is hinged to the power assembly, the left end of the first transmission cross bar (15) is hinged to the upper end of the first transmission oblique bar (16), the upper end of the first transmission oblique bar (16) is also hinged to the middle part of the connecting oblique bar (13), the lower end of the first transmission oblique bar (16) is hinged to the middle part of the second transmission cross bar (17), the right end of the second transmission cross bar (17) is hinged to the wing leading edge (3), the left end of the second transmission cross bar (17) is hinged to the lower end of the second transmission oblique bar (18), and the second The upper end of the transmission oblique rod (18) is hinged to the middle part of the wing (2), the middle part of the second transmission oblique rod (18) is hinged to the right end of the third transmission cross rod (19), the left end of the third transmission cross rod (19) is hinged to the upper end of the third transmission oblique rod (20), the middle part of the third transmission oblique rod (20) is hinged to the middle part of the wing (2), the lower end of the third transmission oblique rod (20) is hinged to the right end of the fourth transmission cross rod (21), and the left end of the fourth transmission cross rod (21) is hinged to the trailing edge (1) of the wing.

2. The multi-link single-degree-of-freedom, less-actuated, fully deformable wing mechanism according to claim 1, characterized in that: The power assembly comprises a rotary motor (12) arranged on the leading edge (3) of the wing and a drive rod (14) connected to the output shaft of the rotary motor, and the other end of the drive rod (14) is hinged to the right end of the first transmission cross rod (15).

3. The multi-link single-degree-of-freedom, less-actuated, fully deformable wing mechanism according to claim 1, characterized in that: The cross-sectional wing shape of the wing trailing edge (1) is drop-shaped and streamlined, with the left end of the wing trailing edge (1) having a small curvature and the right end of the wing trailing edge (1) having a large curvature.

4. The multi-link single-degree-of-freedom, less-actuated, fully deformable wing mechanism according to claim 1, characterized in that: The middle part of the inner cavity at the right end of the wing trailing edge (1) is hollowed out, and two groups of first hinged joints (4) arranged symmetrically along the central axis are fixedly installed on the upper surface of the inner cavity at the right end of the wing trailing edge (1), and two groups of second hinged joints (5) arranged symmetrically along the central axis are fixedly installed on the lower surface of the inner cavity at the right end of the wing trailing edge (1).

5. The multi-link single-degree-of-freedom, less-actuated, fully deformable wing mechanism according to claim 1, characterized in that: The radian of the left end of the middle part of the wing (2) is equal to the radian of the right end of the wing trailing edge (1), and the radian of the right end of the middle part of the wing (2) is equal to the radian of the left end of the wing leading edge (3).

6. The multi-link single-degree-of-freedom, less-actuated, fully deformable wing mechanism according to claim 1, characterized in that: The inner cavity of the middle part of the wing (2) is a through structure. Two groups of first hinge bases (7) arranged symmetrically along the central axis are fixedly installed on the left side of the inner cavity of the middle part of the wing (2), two groups of second hinge bases (8) arranged symmetrically along the central axis are fixedly installed on the right side of the inner cavity of the middle part of the wing, and two groups of third hinge joints (9) arranged symmetrically along the central axis are fixedly connected to the right end of the middle part of the wing.

7. The multi-link single-degree-of-freedom, less-actuated, fully deformable wing mechanism according to claim 1, characterized in that: The radian of the left end of the wing leading edge (3) is the same as the radian of the right end of the wing middle part (2).

8. The multi-link single-degree-of-freedom, less-actuated, fully deformable wing mechanism according to claim 1, characterized in that: The middle part of the inner cavity at the left end of the wing leading edge (3) is hollowed out, and two groups of third hinged bases (10) arranged symmetrically along the central axis are fixedly installed at the upper end of the inner cavity of the wing leading edge (3), and two groups of fourth hinged joints (11) arranged symmetrically along the central axis are fixedly installed at the lower end of the inner cavity of the wing leading edge (3).

9. The multi-link single-degree-of-freedom, less-actuated, fully deformable wing mechanism according to claim 1, characterized in that: The central axis of the hinged joint between the left end of the first transmission cross bar (15) and the upper end of the first transmission oblique bar (16) coincides with the central axis of the hinged joint between the upper end of the first transmission oblique bar (16) and the middle of the connecting oblique bar (13).

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