A fluid-driven control mechanism for aircraft attitude control

Abstract

The present invention discloses a fluid-driven control mechanism for aircraft attitude control, which comprises an airframe, two external storage devices, a middle storage device, a conduit and a driving device; the airframe includes a fuselage and wings connected to both sides thereof; the two external storage devices are respectively connected to the wings on both sides, and each external storage device includes a first storage and a first piston connecting rod group therein; the middle storage device is connected to the middle of the fuselage, and the middle storage device includes two second storages and a second piston connecting rod group therein; a conduit conducts the first storage on one side and the second storage, and another conduit conducts the first storage on the other side and the second storage; the driving device is used to drive the first piston connecting rod group and the second piston connecting rod group, thereby promoting the flow of the fluid in the first storage and the second storage, and causing the center of mass of the airframe to shift. After adopting the above mechanism, it can prevent the destruction of the aircraft aerodynamic shape, improve the control efficiency, reduce the aircraft weight, and realize the joint control between multiple storage devices.

Description

Technical Field

[0001] The present invention relates to the field of aircraft attitude control mechanisms, and particularly to a fluid-driven control mechanism for aircraft attitude control. Background Art

[0002] Traditional fixed-wing aircraft generally control the aircraft attitude change by controlling the control surfaces on the wings to generate torque. However, this method will affect the good aerodynamic shape of the aircraft, and generate a large amount of resistance, affecting the flight performance of the aircraft and increasing energy consumption. Therefore, a new solution that can replace the traditional method is needed.

[0003] Regarding this, some researchers have proposed the concept of variable center of mass, that is, using a rigid slider inside the aircraft body to achieve the purpose of variable center of mass. However, this solution is limited by its own mechanism design, difficult to transport over long distances, and often requires additional rails, which is not convenient for assembly. Moreover, the mass of the rigid slider accounts for a relatively small proportion compared to the mechanism itself. For aircraft with a large aspect ratio, that is, aircraft with a large wingspan, it also poses a greater challenge to the load capacity of the wings. Summary of the Invention

[0004] The purpose of the present invention is to provide a fluid-driven control mechanism for aircraft attitude control, so as to solve the problems of high energy consumption, slow control reaction, and large occupied space in the existing control surface control mechanism technology and variable center of mass control mechanism technology, and achieve multi-channel attitude control of the aircraft.

[0005] To solve the above technical problems, the present invention provides a fluid-driven control mechanism for aircraft attitude control, including an airframe, two external storage devices, a middle storage device, a conduit, and a driving device;

[0006] The airframe includes a fuselage and wings connected to both sides thereof; the two external storage devices are respectively connected to the wings on both sides, and each external storage device includes a first storage and a first piston link group inside it; the middle storage device is connected to the middle of the fuselage, and the middle storage device includes two second storages arranged side by side and a second piston link group inside them; one conduit connects the first storage in the left wing and the second storage on the left side of the fuselage, and the other conduit connects the first storage in the right wing and the second storage on the right side of the fuselage; both the first storage and the second storage contain fluid, the first piston link group is used to control the fluid transfer in the first storage, and the second piston link group is used to control the fluid transfer in the second storage; the driving device is used to drive the first piston link group and the second piston link group to work, so as to cause the fluid in the first storage and the second storage to flow in a specified direction, thereby causing the center of mass of the airframe to shift.

[0007] In one embodiment, the axial centerlines of the two first storage devices are arranged along the spanwise direction of the wing, and the axial centerlines of the two second storage devices are arranged along the spanwise direction of the fuselage.

[0008] In one embodiment, along the spanwise direction of the fuselage, the first storage device and the second storage device are arranged separately.

[0009] In one embodiment, both the first storage device and the second storage device are flexible containers.

[0010] In one embodiment, the two ducts are symmetrically distributed along the spanwise direction of the fuselage.

[0011] In one embodiment, the driving device is connected to the middle storage device.

[0012] In one embodiment, there are two driving devices, and the two driving devices are respectively connected to the two external storage devices.

[0013] In one embodiment, there are three driving devices, one driving device is connected to the middle storage device, and the other two driving devices are respectively connected to the two external storage devices.

[0014] In one embodiment, the external storage device, the middle storage device, and the driving device are all provided with a plurality of connecting pieces, and the plurality of mating connecting pieces are used to mount their corresponding devices to the installation positions on the airframe.

[0015] In one embodiment, the connection manner between the connecting pieces of each device is a detachable connection.

[0016] The beneficial effects of the present invention are as follows:

[0017] A fluid drive control mechanism for aircraft attitude control provided by the present invention can prevent the destruction of the aircraft's aerodynamic shape, has high control efficiency, and reduces the weight of the aircraft;

[0018] The fluid drive control mechanism conducts the external storage device and the middle storage device through ducts to realize the joint control between the external storage device and the middle storage device, and has a promising development prospect;

[0019] The roll attitude control of the aircraft can be realized through the asymmetric distribution of the fluid mass in the external storage device and the middle storage device;

[0020] The pitch attitude control of the aircraft can be realized through the position distribution of the external storage device and the middle storage device and the fluid mass distribution inside them;

[0021] By controlling the mass of the fluid in the external storage device, the static deformation of the wing can be controlled to achieve a certain degree of active aeroelastic control;

[0022] At the same time, the external storage device, the middle storage device, the conduit and the driving device are all detachable external load modules, which are convenient for overall disassembly, assembly and maintenance;

[0023] In addition, the fluid source can be the output of the aircraft's own operating conditions, such as water obtained from fuel or hydrogen-powered aircraft, which is convenient for long-distance transmission. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the present invention, the drawings required for the implementation will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0025] Figure 1 It is a schematic diagram of the external storage device provided by the preferred embodiment of the present invention;

[0026] Figure 2 It is a schematic diagram of the middle storage device provided by the preferred embodiment of the present invention;

[0027] Figure 3 It is a schematic diagram of the overall installation provided by the preferred embodiment of the present invention;

[0028] Figure 4 It is a schematic diagram of the installation of the external storage device provided by the preferred embodiment of the present invention;

[0029] Figure 5 It is a schematic diagram of the installation of the middle storage device provided by the preferred embodiment of the present invention;

[0030] Figure 6 It is a schematic diagram of the working principle provided by the preferred embodiment of the present invention Figure 1 ;

[0031] Figure 7 It is a schematic diagram of the working principle provided by the preferred embodiment of the present invention Figure 2 ;

[0032] Figure 8 It is a schematic diagram of the working principle provided by the preferred embodiment of the present invention Figure 3 ;

[0033] Figure 9 It is a schematic diagram of the working principle provided by the preferred embodiment of the present invention Figure 4 ;

[0034] Figure 10It is a schematic diagram of the working principle provided by the preferred embodiment of the present invention Figure 5 。

[0035] The reference numerals are as follows:

[0036] 1. Body; 10. Middle part of the fuselage; 11. Head of the fuselage; 12. Tail of the fuselage; 13. Left wing; 14. Right wing;

[0037] 2. External storage device; 20. First storage; 200. First piston connecting rod group; 21. First connecting piece; 22. Second connecting piece;

[0038] 3. Middle storage device; 30. Second storage; 300. Second piston connecting rod group; 31. Third connecting piece; 32. Fourth connecting piece;

[0039] 4. Duct; 40. First pipe body; 41. Second pipe body;

[0040] 5. Driving device; 50. Driving mechanical group; 51. Driving equipment; 52. Fifth connecting piece; 53. Sixth connecting piece;

[0041] 6. Connecting hole. Specific embodiments

[0042] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention.

[0043] The present invention provides a fluid-driven control mechanism for aircraft attitude control, and its embodiments are as follows Figures 1 to 3As shown in the figure, it includes an airframe 1, two external storage devices 2, a middle storage device 3, a conduit 4, and a driving device 5. The airframe 1 includes a fuselage and wings connected to both sides of the fuselage. The fuselage further includes a middle part 10 of the fuselage, a head part 11 of the fuselage, and a tail part 12 of the fuselage. The wings further include a left wing 13 and a right wing 14. The two external storage devices 2 are respectively connected to the wingtips of the left wing 13 and the right wing 14. The external storage device 2 includes a first storage 20 and a first piston link group 200 inside it. The middle storage device 3 is connected to the middle part 10 of the fuselage. The middle storage device 3 includes two second storages 30 arranged side by side and a second piston link group 300 inside it. A conduit 4 connects the first storage 20 in the left wing 13 and the second storage 30 on the left side of the middle part 10 of the fuselage, and another conduit 4 connects the first storage 20 in the right wing 14 and the second storage 30 on the right side of the middle part 10 of the fuselage. Both the first storage 20 and the second storage 30 contain fluid. The first piston link group 200 is used to control the transfer of the fluid in the first storage 20, and the second piston link group 300 is used to control the transfer of the fluid in the second storage 30. The driving device 5 is used to drive the first piston link group 200 and the second piston link group 300 to work, prompting the fluid in the first storage 20 and the second storage 30 to flow in a specified direction, thereby causing the centroid transfer of the airframe 1 of the entire aircraft.

[0044] After adopting the above setting method, it can prevent the destruction of the aircraft's aerodynamic shape, has high control efficiency, and reduces the aircraft weight. The fluid drive control mechanism connects the external storage device 2 and the middle storage device 3 through the conduit 4 to achieve the combined control between the external storage device 2 and the middle storage device 3, and has considerable development prospects. The roll attitude control of the aircraft can be achieved through the asymmetric distribution of the fluid mass in the external storage device 2 and the middle storage device 3. The pitch attitude control of the aircraft can be achieved through the position distribution of the external storage device 2 and the middle storage device 3 and the distribution of the fluid mass inside them. By controlling the size of the fluid mass in the external storage device 2, the static deformation of the wing can be controlled to achieve a certain degree of active aeroelastic control. In addition, the fluid source can be the output of the aircraft's own working conditions, such as fuel or water obtained by a hydrogen-powered aircraft, which is convenient for long-distance transmission.

[0045] As Figures 3 to 5 As shown in the figure, the axial centerlines of the two first storages 20 are arranged along the wingspan direction, and the axial centerlines of the two second storages 30 are arranged along the fuselage span direction. In the fuselage span direction, the first storage 20 and the second storage 30 are separated, that is, the center of gravity of the first storage 20 and the center of gravity of the second storage 30 are arranged one in front of the other.

[0046] After adopting the above setting method, the pitch attitude control of the aircraft can be achieved through the position distribution of the first storage 20 and the second storage 30 and the distribution of the fluid mass inside them.

[0047] As Figures 4 to 5 shown, both the first reservoir 20 and the second reservoir 30 are flexible containers.

[0048] After adopting the above setting method, the flexible container includes but is not limited to a water bag. The use of the flexible container can flexibly place the first reservoir 20 and the second reservoir 30 in the structural gaps of the airframe 1, reducing the influence of the fluid drive control mechanism on the original aerodynamic configuration of the aircraft.

[0049] As Figure 3 and Figure 8 shown, the two ducts 4 are symmetrically distributed along the spanwise direction of the fuselage. The arrangement form includes but is not limited to that each duct 4 includes two mutually perpendicular and communicating pipe bodies, namely a first pipe body 40 and a second pipe body 41. The first pipe body 40 is connected to and communicates with the first reservoir 20, and the second pipe body 41 is connected to and communicates with the second reservoir 20.

[0050] After adopting the above setting method, the duct 4 communicates the first reservoir 20 and the second reservoir 30, realizing the joint control between the external storage device 2 and the middle storage device 3, and has considerable development prospects; the roll attitude control of the aircraft can be realized through the asymmetric distribution of the fluid mass in the first reservoir 20 and the second reservoir 30.

[0051] As Figure 4 , Figure 5 and Figure 8 shown, the installation positions of the driving device 5 include but are not limited to;

[0052] The driving device 5 is connected to the middle storage device 3. The driving device 5 includes two driving mechanical groups 50 arranged side by side and connected to each other and a driving device 51. The other ends of the two driving mechanical groups 50 are connected to the end faces of the two second reservoirs 30 that are not connected to the ducts 4. The driving device 5 is used to drive the second piston link group 300, promoting the fluid flow in the second reservoir 30 and the first reservoir 20 that is in communication.

[0053] There are two driving devices 5. The two driving devices 5 are respectively connected to the two external storage devices 2. The driving device 5 includes a driving mechanical group 50 and a driving device 51 connected to each other. The other end of the driving mechanical group 50 is connected to the end face of the first reservoir 20 that is not connected to the duct 4. The driving device 5 is used to drive the first piston link group 200, promoting the fluid flow in the first reservoir 20 and the second reservoir 30 that is in communication.

[0054] There are three driving devices 5. One driving device 5 is connected to the middle storage device 3, and its structure and connection method are the same as those mentioned above in the first case. The other two driving devices 5 are respectively connected to the two external storage devices 2, and their structure and connection method are the same as those mentioned above in the second case, and will not be elaborated here.

[0055] After adopting the above setting method, three different implementation methods are provided for the installation of the driving device 5, which can be selected according to actual needs during use so as to select the most suitable driving method; the more the number of driving devices 5, the more sufficient the driving force, the stronger the control ability, and the higher the stability, but the corresponding manufacturing cost is higher; the driving device 51 includes but is not limited to motor driving and pump body driving.

[0056] As Figures 3 to 5 shown, the external storage device 2, the middle storage device 3 and the driving device 5 are all provided with a plurality of connecting pieces, and the plurality of cooperating connecting pieces are used to install their corresponding devices to the installation positions on the body 1. The connection method between the connecting pieces of each device is a detachable connection, and the detachable connection methods include but are not limited to pin connection;

[0057] The external storage device 2 is provided with a first connecting piece 21 and a second connecting piece 22. The first connecting piece 21 is connected to the first storage device 20, and the second connecting piece 22 is connected to the wing tip of the aircraft. The first connecting piece 21 and the second connecting piece 22 are cooperatively connected;

[0058] The middle storage device 3 is provided with a plurality of third connecting pieces 31 and a plurality of fourth connecting pieces 32. The plurality of third connecting pieces 31 are connected to the second storage device 30, and the plurality of fourth connecting pieces 32 are connected to the middle part 10 of the fuselage. The third connecting pieces 31 and the fourth connecting pieces 32 are cooperatively connected one by one;

[0059] The driving device 5 is provided with a plurality of fifth connecting pieces 52 and a plurality of sixth connecting pieces 53. The plurality of fifth connecting pieces 52 are connected to the driving connection group 50, and the plurality of sixth connecting pieces 53 are connected to the middle part 10 of the fuselage. The fifth connecting pieces 52 and the sixth connecting pieces 53 are cooperatively connected one by one;

[0060] The first connecting piece 21, the second connecting piece 22, the third connecting piece 31, the fourth connecting piece 32, the fifth connecting piece 52 and the sixth connecting piece 53 are all provided with a plurality of connection holes 6. The first connecting piece 21 and the second connecting piece 22, the third connecting piece 31 and the fourth connecting piece 32, and the fifth connecting piece 52 and the sixth connecting piece 53 are all connected by pins through their respective connection holes 6.

[0061] After adopting the above setting method, the pin connection can provide a detachable method for the external storage device 2, the middle storage device 3, and the driving device 5, which is convenient for the overall disassembly, assembly and maintenance.

[0062] The installation steps of the present invention are as follows:

[0063] As Figures 3 to 5 shown, through the pin connection of the first connecting piece 21 and the second connecting piece 22, the two first storage devices 20 are respectively installed at the wing tips on both sides;

[0064] Through the pin connection of the third connecting piece 31 and the fourth connecting piece 32, the two second storage devices 30 arranged side by side are installed at the middle part 10 of the fuselage;

[0065] Two conduits 4 are symmetrically installed below the body 1 and are respectively connected to two groups of reservoir one 20 and reservoir two 30.

[0066] The installation of the driving device 5 is divided into three cases.

[0067] One is the driving device 5 only placed at the middle storage device 3. Its installation method is through the connection of the third connecting piece 31 and the fifth connecting piece 52, so that the driving device 5 is connected to the middle storage device 3. Through the pin connection of the fifth connecting piece 52 and the sixth connecting piece 53, the driving device 5 is installed below the middle part 10 of the fuselage.

[0068] Two are two driving devices 5 only placed at the external storage device 2. Its installation method is through the connection of the second connecting piece 22 and the fifth connecting piece 52, so that the two driving devices 5 are respectively connected to the two external storage devices 2. Through the pin connection of the fifth connecting piece 52 and the sixth connecting piece 53, the two driving devices 5 are respectively installed below the wing tips of the left wing 13 and the right wing 14.

[0069] Three are three driving devices 5 placed at the middle storage device 3 and the external storage device 2 at the same time. Its installation method is to simultaneously have the installation methods of the above one and two cases, and will not be repeated here.

[0070] The above entire fluid drive control mechanism can be used as a mechanism to control the rolling attitude of the aircraft. In addition, during the flight of the aircraft, in addition to controlling the rolling attitude, the pitching attitude also needs to be controlled. In order to achieve the control of the pitching attitude, another set of the same type of fluid drive control mechanism can be installed.

[0071] Another set of fluid drive control mechanisms is installed in the same way as the above steps. The installation position of this set of fluid drive control mechanisms is perpendicular to that of the original fluid drive control mechanism. The difference between the installation method of this set and the original one is that the two reservoir one 20 are respectively installed below the head 11 of the fuselage and below the tail 12 of the fuselage. The difference between the installation method of the second case of the driving device 4 of this set and the original one is that through the pin connection of the fifth connecting piece 52 and the sixth connecting piece 53, the two driving devices 5 are respectively installed below the head 11 of the fuselage and below the tail 12 of the fuselage; except for this, the installation steps are the same.

[0072] Another set of fluid drive control mechanisms installed above can be used as a mechanism to control the pitching attitude of the aircraft.

[0073] It should be noted that a fluid-driven control mechanism for controlling the roll attitude and a fluid-driven control mechanism for controlling the pitch attitude can be installed simultaneously, and the two forms of attitudes are controlled separately by the two different fluid-driven control mechanisms; alternatively, only the fluid-driven control mechanism for controlling the roll attitude can be installed, which can simultaneously control the roll attitude and the pitch attitude through different operating means.

[0074] The working principles of the above two cases will be elaborated in two different embodiments below.

[0075] The first embodiment is to install a fluid-driven control mechanism for controlling the roll attitude and a fluid-driven control mechanism for controlling the pitch attitude simultaneously, and its working principle is as follows:

[0076] The conventional pneumatic control surface controls the roll attitude by deflecting the control surface to generate asymmetric control forces on the wing surfaces on both sides of the aircraft. The moment of the control force about the center of mass of the aircraft is the roll moment.

[0077] As Figures 6 to 8 shown, this embodiment innovatively adopts the principle of changing the center of mass. The aerodynamic forces of the wings of the aircraft remain unchanged, that is, the forces on the two wings during flight are symmetric. When the center of mass is located at the middle part 10 of the fuselage, due to the symmetric forces on the two wings, the moments of the aerodynamic forces on the two sides about the roll axis of the center of mass of the aircraft are zero, that is, there is no roll moment. When the fluid-driven control mechanism for controlling the roll attitude transfers the fluid therein, that is, the fluid in the reservoir one 20 of the left wing 13 is transferred to the reservoir two 30 on the left side of the middle part 10 of the fuselage through the conduit 4, and the fluid in the reservoir two 30 on the right side of the middle part 10 of the fuselage is transferred to the reservoir one 20 of the right wing 14 through the conduit 4, the transfer of the fluid mass towards the direction of the right wing 14 is realized. And because the volume of the fluid from the reservoir one 20 of the left wing 13 to the reservoir two 30 on the left side of the middle part 10 of the fuselage is the same as the volume of the fluid from the reservoir two 30 on the right side of the middle part 10 of the fuselage to the reservoir one 20 of the right wing 14, that is, there is no mass transfer in the spanwise direction of the fuselage. At this time, the center of mass only transfers towards the direction of the right wing 14. This process does not change the aerodynamic shape of the wing, so the aerodynamic forces on the wing remain unchanged, and the center of mass transfers towards the direction of the right wing 14, resulting in asymmetric forces on the left and right sides. At this time, the moment is not zero, and a roll moment is generated; similarly, the reverse transfer of the fluid can realize the transfer of the fluid mass towards the direction of the left wing 13. At this time, the center of mass only transfers towards the direction of the left wing 13, generating an opposite roll moment.

[0078] Similarly, the fluid-driven control mechanism for controlling the pitch attitude can also achieve the transfer of fluid mass to the head 11 or the tail 12 of the fuselage. When the fluid mass is transferred towards the head 11 of the fuselage, the center of mass only moves towards the head 11 of the fuselage, generating a pitch moment. When the fluid mass is transferred towards the tail 12 of the fuselage, the center of mass only moves towards the tail 12 of the fuselage, generating an opposite pitch moment.

[0079] It should be noted that the fluid-driven control mechanism for controlling the roll attitude and the fluid-driven control mechanism for controlling the pitch attitude can work simultaneously, so that the roll moment and the pitch moment are generated simultaneously, realizing the coupling of roll and pitch.

[0080] The second embodiment is to install only the fluid-driven control mechanism for controlling the roll attitude, and its working principle is as follows:

[0081] The control of the roll attitude in this embodiment is the same as that in the first embodiment, so it will not be repeated here.

[0082] As Figure 9 shown, the control of the pitch attitude in this embodiment is achieved by transferring the fluid in the first reservoir 20 of the left wing 13 to the second reservoir 30 on the left side of the middle part 10 of the fuselage through the conduit 4, and at the same time transferring the fluid in the first reservoir 20 of the right wing 14 to the second reservoir 30 on the right side of the middle part 10 of the fuselage through the conduit 4, realizing the transfer of fluid mass to the middle part, and the volumes of the fluids transferred to the two second reservoirs 30 are the same, that is, there is no mass offset in the wing span direction. At this time, the center of mass only moves towards the tail 12 of the fuselage, thereby realizing the upward pitch of the head 11 of the fuselage and the downward pitch of the tail 12 of the fuselage. Similarly, when the fluid is transferred in the reverse direction, the transfer of fluid mass to the two wings is realized. At this time, the center of mass only moves towards the head 11 of the fuselage, thereby realizing the upward pitch of the tail 12 of the fuselage and the downward pitch of the head 11 of the fuselage.

[0083] It should be noted that when the aircraft turns, it is necessary to generate a roll moment and a pitch moment simultaneously, as Figure 10As shown, in the case of only one set of fluid drive control mechanisms, by transferring the fluid in the first reservoir 20 of the left wing 13 to the second reservoir 30 on the left side of the middle part 10 of the fuselage through the conduit 4, and at the same time transferring the fluid in the first reservoir 20 of the right wing 14 to the second reservoir 30 on the right side of the middle part 10 of the fuselage through the conduit 4, the fluid transferred to the second reservoir 30 on the left side of the middle part 10 of the fuselage is less than that transferred to the second reservoir 30 on the right side of the middle part 10 of the fuselage, that is, the mass of the fluid remaining in the first reservoir 20 of the left wing 13 is greater than the mass of the fluid remaining in the first reservoir 20 of the right wing 14, the center of mass shifts towards the left wing 13. At the same time, since the mass of the fluid in the two second reservoirs 30 in the middle part 10 of the fuselage is greater than the initial value, the center of mass shifts towards the tail 12 of the fuselage. The final effect achieved is that the center of mass shifts to the left rear, that is, a rolling moment and a pitching moment are generated simultaneously. Similarly, through different combinations of the transfer directions of the fluid, the center of mass can finally shift to the right rear, left front, and right front respectively, and a rolling moment and a pitching moment are generated simultaneously.

[0084] The above are the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art of the present technology, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements are also regarded as the protection scope of the present invention.

Claims

1. A fluid-driven control mechanism for aircraft attitude control, characterized in that, it includes a fuselage, two external storage devices, a middle storage device, a conduit and a driving device; the fuselage includes a body and wings connected to both sides thereof; the two external storage devices are respectively connected to the wings on both sides, and the external storage device includes a first storage and a first piston-link group inside it; the middle storage device is connected to the middle of the fuselage, and the middle storage device includes two second storage devices arranged side by side and a second piston-link group inside them; one conduit conducts the first storage in the left wing and the second storage on the left side of the fuselage, and the other conduit conducts the first storage in the right wing and the second storage on the right side of the fuselage; both the first storage and the second storage contain fluid, the first piston-link group is used to control the fluid transfer in the first storage, and the second piston-link group is used to control the fluid transfer in the second storage; the driving device is used to drive the first piston-link group and the second piston-link group to work, so as to cause the fluid in the first storage and the second storage to flow in a specified direction, thereby causing the centroid transfer of the fuselage; the axial centerlines of the two first storages are arranged along the span direction of the wing, and the axial centerlines of the two second storages are arranged along the span direction of the fuselage; in the span direction of the fuselage, the first storage and the second storage are arranged separately; by conducting the external storage device and the middle storage device through the conduit, the combined control between the external storage device and the middle storage device is realized; the roll attitude control of the aircraft can be realized through the asymmetric distribution of the fluid mass in the external storage device and the middle storage device; the pitch attitude control of the aircraft can be realized through the position distribution of the external storage device and the middle storage device and the fluid mass distribution inside them; by controlling the fluid mass in the external storage device, the static deformation of the wing can be controlled to realize a certain active aeroelastic control.

2. The fluid-driven control mechanism for aircraft attitude control according to claim 1, characterized in that, both the first storage and the second storage are flexible containers.

3. The fluid-driven control mechanism for aircraft attitude control according to claim 1, characterized in that, the two conduits are symmetrically distributed along the span direction of the fuselage.

4. The fluid-driven control mechanism for aircraft attitude control according to claim 1, characterized in that, the driving device is connected to the middle storage device.

5. The fluid-driven control mechanism for aircraft attitude control according to claim 1, characterized in that, there are two driving devices, and the two driving devices are respectively connected to the two external storage devices.

6. The fluid-driven control mechanism for aircraft attitude control according to claim 1, characterized in that, there are three driving devices, one driving device is connected to the middle storage device, and the other two driving devices are respectively connected to the two external storage devices.

7. The fluid-driven control mechanism for aircraft attitude control according to claim 1, characterized in that, the external storage device, the middle storage device and the driving device are all provided with a plurality of connecting pieces, and the plurality of cooperating connecting pieces are used to mount their corresponding devices to the mounting positions on the airframe.

8. The fluid-driven control mechanism for aircraft attitude control according to claim 7, characterized in that, the connection manner between the connecting pieces of each device is a detachable connection.

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