Intelligent morphing aircraft and morphing control method

Abstract

The embodiment of the application discloses a kind of wisdom morphing aircraft and morphing control method, including cabin body base and the skin structure covered in the outer surface of the cabin body base;The cabin body base includes first cabin body base and second cabin body base, and the second cabin body base is combined and fixed to the first cabin body base away from the vertex of the aircraft one end;Multiple first driving members are included between the skin structure and first cabin body base, and the first driving member is configured to drive the skin mechanism to change the shape of the wisdom morphing aircraft;Multiple second driving members are included between the skin structure and the second cabin body base, and the second driving member is configured to drive the skin structure to change the shape of the wisdom morphing aircraft.By corresponding setting skin structure in different cabin section of aircraft, the segmented regulation and control of the shape of aircraft body is realized, and the aerodynamic shape of aircraft is optimized, so that it can adapt to the flight requirements of different flight tasks.

Description

Technical Field

[0001] This invention relates to the field of intelligent morphing aircraft. More specifically, it relates to an intelligent morphing aircraft and a morphing control method. Background Technology

[0002] Since the Carter brothers invented the simple flying machine, man-made aircraft have been widely used in both military and civilian fields. Various man-made aircraft of different shapes and sizes have been continuously invented and improved to meet different needs. Aircraft need to go through multiple flight phases when performing missions, such as takeoff, climb, hovering, and landing. During different flight phases, the flight environment (such as altitude, speed, and weather) changes accordingly, requiring adjustments to the aircraft's shape to achieve an efficient, safe, and reliable flight state and complete the corresponding mission. Current technology generally achieves this adjustment through the deformation of wings or servos. However, since aircraft are usually composed of multiple functional modules connected together, with significant differences in function between these modules, deformation of wings or servos cannot achieve the optimal flight state. Furthermore, implementing this solution would consume a large amount of resources and be extremely costly. Summary of the Invention

[0003] In view of the above problems, one object of the present invention is to provide an intelligent morphing aircraft that can optimize the aerodynamic shape of the aircraft during flight.

[0004] Another objective of this invention is to provide a deformation control method for an intelligent deformable aircraft.

[0005] To achieve the above objectives, the present invention adopts the following technical solution:

[0006] According to one aspect of the present invention, a smart transforming aircraft is provided, comprising:

[0007] The hull base and the skin structure covering the outer surface of the hull base;

[0008] The cabin base includes a first cabin base and a second cabin base, with the second cabin base being fixed to the end of the first cabin base away from the apex of the aircraft.

[0009] The skin structure and the first cabin base include a plurality of first driving components, which are configured to drive the skin mechanism to change the shape of the intelligent deformable aircraft.

[0010] The skin structure and the second cabin base include a plurality of second drive components, which are configured to drive the skin structure to change the shape of the intelligent deformable aircraft.

[0011] Furthermore, in a preferred embodiment, the skin structure includes a first skin structure corresponding to the outer surface of the first cabin base and a second skin structure corresponding to the outer peripheral surface of the second cabin base;

[0012] One end of the first driving component is fixedly connected to the first skin structure, and the other end is fixedly connected to the first cabin base.

[0013] One end of the second drive component is fixedly connected to the second skin structure, and the other end is fixedly connected to the second cabin base.

[0014] Furthermore, in a preferred embodiment, the first skin structure includes a first outer skin and a first inner skin, wherein the first outer skin is located on the side of the first inner skin away from the first cabin base;

[0015] A first heat-insulating cavity is formed between the first inner skin and the first cabin base.

[0016] Furthermore, in a preferred embodiment, the first driving component includes a first sub-drive and a second sub-drive, which are arranged alternately on the periphery of the first cabin base.

[0017] The first sub-drive is disposed between the first outer skin and the first cabin base. One end of the first sub-drive is fixedly connected to the first outer skin, and the other end of the first sub-drive is fixedly connected to the first cabin base.

[0018] The second sub-drive is disposed between the first inner skin and the first cabin base. One end of the second sub-drive is fixedly connected to the first inner skin, and the other end of the second sub-drive is fixedly connected to the first cabin base.

[0019] Furthermore, in a preferred embodiment, the second skin structure includes a second outer skin and a second inner skin, wherein the second outer skin is located on the side of the second inner skin away from the second hull base;

[0020] A second heat insulation cavity is formed between the second inner skin and the second cabin base.

[0021] Furthermore, in a preferred embodiment, the second drive unit includes a third sub-drive and a fourth sub-drive, which are arranged alternately on the periphery of the second cabin base.

[0022] The third sub-drive is disposed between the second outer skin and the second cabin base. One end of the third sub-drive is fixedly connected to the second outer skin, and the other end of the third sub-drive is fixedly connected to the second cabin base.

[0023] The fourth sub-drive is disposed between the second inner skin and the second cabin base. One end of the fourth sub-drive is fixedly connected to the second inner skin, and the other end of the fourth sub-drive is fixedly connected to the second cabin base.

[0024] Furthermore, in a preferred embodiment, the first outer skin and the first inner skin are respectively connected to the apex of the intelligent deformable aircraft via multiple joint bearings.

[0025] According to another aspect of the present invention, a deformation control method for the above-mentioned intelligent deformable aircraft is provided, comprising the following steps:

[0026] Receive the current shape parameters of the intelligent deformable aircraft obtained by remote sensors and telemetry equipment;

[0027] The optimal shape parameters of the intelligent deformable aircraft are calculated based on the first and second reference values ​​of the current flight mission.

[0028] By comparing the obtained optimal shape parameters with the current shape parameters of the intelligent deformable aircraft, the first deformation control quantity and the second deformation control quantity are obtained;

[0029] The first driving component is controlled to move according to the first deformation control amount, and the second driving component is controlled to move according to the second deformation control amount, so that the shape parameters of the intelligent deformable aircraft are equal to the optimal shape parameters.

[0030] Furthermore, a preferred embodiment is that the external parameters are the diameter and aspect ratio of the intelligent deformable aircraft.

[0031] Furthermore, in a preferred embodiment, the first reference value is the current flight environment, and the second reference value is the flight speed required for the current flight mission.

[0032] The beneficial effects of this invention are as follows:

[0033] To address the technical problems existing in the prior art, this application provides a smart morphing aircraft and a morphing control method. Compared to traditional aircraft with skin structures on the wing surfaces, the smart morphing aircraft provided in this embodiment is the first to have a skin structure on the main body of the aircraft. This allows the aircraft to change its aerodynamic shape during flight according to changes in the flight mission or flight environment, enabling the aircraft to reach its optimal flight state. Compared to the prior art, the flight efficiency of the aircraft provided by this invention is improved by 30%-50%. Specifically, by setting corresponding skin structures in different sections of the aircraft, the segmented control of the aircraft's shape is achieved. This allows for optimization of the aircraft's aerodynamic shape during flight, enabling it to adapt to the flight requirements of different missions and achieve better flight efficiency. It also enables a single aircraft to perform multiple missions and target applications. Through intelligent control of the aircraft's shape by the control system, the aircraft's flight speed and maneuverability are improved, making it easier to achieve stealth and penetration capabilities. It also meets the requirements for strength, rigidity, and impact load resistance. This enables a single aircraft to perform multiple missions and target applications, saving costs. In addition, the double-layer skin design of the skin structure ensures the aircraft's thermal insulation performance, preventing the internal temperature environment from being affected by external temperature changes and temperature variations during flight. Attached Figure Description

[0034] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0035] Figure 1 A schematic diagram of the structure of the intelligent deformable aircraft provided in an embodiment of the present invention is shown.

[0036] Figure 2 Show Figure 1 The diagram shows a cross-sectional view of the intelligent transforming aircraft along line AA.

[0037] Figure 3 Show Figure 1 The diagram shows a cross-sectional view of the intelligent deformable aircraft along the BB line.

[0038] Figure 4 A flowchart illustrating the deformation control method provided in an embodiment of the present invention is shown. Detailed Implementation

[0039] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0040] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two elements or the interaction between two elements. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0041] In this invention, unless otherwise expressly specified and limited, the first feature "above" or "below" the second feature may include direct contact between the first and second features, or contact between the first and second features not in direct contact but through another feature between them.

[0042] In the description of this embodiment, the terms "upper," "lower," "left," and "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0043] Aircraft undergo multiple flight phases during mission execution, such as takeoff, climb, hovering, and landing. During each phase, the flight environment (such as altitude, speed, and weather) changes accordingly, requiring adjustments to the aircraft's configuration to achieve efficient, safe, and reliable flight and complete the mission. Aircraft are typically composed of multiple functionally distinct modules connected together, with significant differences in function between these modules. Deployment of these modules consumes substantial resources and is costly. This invention provides an intelligent transformable aircraft, combining... Figure 1-3 As shown, the intelligent deformable aircraft includes a cabin base and a skin structure covering the surface of the cabin base. This skin structure can change its structural shape according to the external flight environment and the flight status requirements of the current flight mission, optimizing the aerodynamic shape of the aircraft to achieve optimal flight performance. Specifically, the cabin base includes a first cabin base 1 and a second cabin base 2. The first cabin base 1 and the second cabin base 2 correspond to different sections of the aircraft, respectively. The first cabin base 1 and the second cabin base 2 are connected and fixed together by screws, and the second cabin base 2 is located at the end of the first cabin base 1 away from the apex of the aircraft.

[0044] In one embodiment, combined Figure 1As shown, a plurality of first driving components 3 are disposed between the skin structure and the first cabin base 1. These first driving components 3 are evenly arranged around the periphery of the first cabin base 1. One end of each first driving component 3 is fixed to the skin structure, and the other end is fixed to the side wall of the first cabin base 1. Movement of the first driving component 3 can drive movement of the skin structure, thereby changing the aerodynamic shape of the corresponding section of the first cabin base 1 to achieve optimal flight performance. It is understood that, in one embodiment, the first driving component 3 is fixed to the first cabin base 1, and its output end is fixed to the skin structure; or, in another embodiment, the first driving component 3 is fixed to the skin structure, and its output end is fixed to the first cabin base 1. The first driving component 3 includes, but is not limited to, a horizontal cylinder and a linear motor.

[0045] In one embodiment, such as Figure 1 As shown, a plurality of second driving components 4 are disposed between the skin structure and the second cabin base 2. These second driving components 4 are evenly arranged around the periphery of the second cabin base 2. One end of each second driving component 4 is fixed to the skin structure, and the other end is fixed to the side wall of the second cabin base 2. Movement of the second driving component 4 can drive the skin structure to move, thereby changing the aerodynamic shape of the corresponding section of the second cabin base 2 to achieve optimal flight performance. It is understood that, in one embodiment, the second driving component 4 is fixed to the second cabin base 2, and its output end is fixed to the skin structure; or, in another embodiment, the second driving component 4 is fixed to the skin structure, and its output end is fixed to the second cabin base 2. The second driving component 4 includes, but is not limited to, a horizontal cylinder and a linear motor.

[0046] In one embodiment, such as Figure 1 As shown, the skin structure includes a first skin structure corresponding to the outer surface of the first cabin base 1 and a second skin structure corresponding to the outer peripheral surface of the second cabin base 2. One end of the first driving member 3 is fixedly connected to the first skin structure, and the other end is fixedly connected to the first cabin base 1; one end of the second driving member 4 is fixedly connected to the second skin structure, and the other end of the second driving member 4 is fixedly connected to the second skin structure. In this embodiment, the deformation of the first skin structure is driven by the first driving member 3, and the deformation of the second skin structure is driven by the second driving member 4. The first skin structure and the second skin structure do not interfere with each other during deformation, and can be adjusted according to the functional differences of different cabin sections, so that each cabin section of the aircraft can reach the optimal flight state, thereby enabling the aircraft to maintain optimal flight efficiency according to flight mission requirements under different flight environments.

[0047] In one embodiment, such as Figure 1 As shown, the first skin structure includes a first outer skin 5 and a first inner skin 6, with the first outer skin 5 located on the side of the first inner skin 6 away from the first cabin base 1.

[0048] A first heat insulation cavity 10 is formed between the second outer skin 6 and the first cabin base 1. The double-layer skin structure and the first heat insulation cavity 10 can ensure that the temperature environment inside the first cabin base 1 is not affected by external temperature changes and during flight, thus ensuring the heat insulation performance of the aircraft.

[0049] In one embodiment, such as Figure 2 As shown, the first drive component 3 includes a first sub-drive 31 and a second sub-drive 32, which are staggered and evenly distributed on the outer periphery of the first cabin base 1. The first sub-drive 31 is located between the first outer skin 5 and the first cabin base 1, with one end fixed to the first outer skin 5 and the other end fixed to the outer wall of the first cabin base 1. The first sub-drive 31 can drive the first outer skin 5 to deform. The second sub-drive 32 is located between the first inner skin 6 and the first cabin base 1, with one end fixed to the first inner skin 6 and the other end fixed to the outer wall of the first cabin base 1. The second sub-drive 32 can drive the first inner skin 6 to deform. The first sub-drive 31 and the second sub-drive 32 work together to adjust the aerodynamic shape of the first cabin base 1, enabling the corresponding cabin section to achieve optimal flight performance.

[0050] In one embodiment, such as Figure 1 As shown, the second skin structure includes a second outer skin 7 and a second inner skin 8, with the second outer skin 7 located on the side of the second inner skin 8 away from the second cabin base 2.

[0051] A second heat insulation cavity 20 is formed between the second outer skin 8 and the second cabin base 2. The double-layer skin structure and the second heat insulation cavity 20 can ensure that the temperature environment inside the second cabin base 2 is not affected by external temperature changes and temperature changes during flight, thus ensuring the heat insulation performance of the aircraft.

[0052] In one embodiment, such as Figure 3As shown, the second drive component 4 includes a third sub-drive 41 and a fourth sub-drive 42, which are staggered and evenly distributed on the outer periphery of the second cabin base 2. The third sub-drive 41 is located between the second outer skin 7 and the second cabin base 2, with one end fixed to the second outer skin 7 and the other end fixed to the outer wall of the second cabin base 2. The third sub-drive 41 can drive the second outer skin 7 to deform. The fourth sub-drive 42 is located between the second inner skin 8 and the second cabin base 2, with one end fixed to the second inner skin 8 and the other end fixed to the outer wall of the second cabin base 2. The fourth sub-drive 42 can drive the second inner skin 8 to deform. The third sub-drive 41 and the fourth sub-drive 42 work together to adjust the aerodynamic shape of the second cabin base 2, enabling the corresponding cabin section to achieve optimal flight performance.

[0053] In one embodiment, such as Figure 1 As shown, the first outer skin 5 and the first inner skin 6 are respectively connected to the apex of the aircraft through multiple joint bearings 9. The joint bearings 9 can realize the connection and positioning between the first skin structure and the first cabin base 1, while not affecting the deformation of the first skin structure.

[0054] In one embodiment, the intelligent deformable aircraft further includes a control system 100, which is communicatively connected to the first drive component 3 and the second drive component 4. During the operation of the aircraft, the control system 100 can calculate the optimal aerodynamic shape based on the flight environment and flight mission conditions, and issue commands to the first drive component 3 and the second drive component 4 to control the deformation of the first skin structure and the second skin structure, so that the aircraft can achieve the optimal aerodynamic shape, thereby maintaining the optimal flight efficiency of the aircraft.

[0055] It should be noted that the cabin base described in this embodiment, including the first cabin base 1 and the second cabin base 2, is only an example. In actual operation, this invention is applicable to multi-cabin aircraft, wherein each cabin is provided with an independent skin structure to facilitate deformation control of each cabin so that the aircraft can achieve the best flight state.

[0056] Another embodiment of the present invention provides a deformation control method for an intelligent deformable aircraft, combined with Figure 4 As shown, it includes the following steps:

[0057] S1, the control system 100 receives the current shape parameters of the intelligent deformable aircraft obtained by the remote sensor and telemetry equipment;

[0058] S2, the control system 100 calculates the optimal shape parameters of the intelligent deformable aircraft based on the first and second reference values ​​of the current flight mission;

[0059] S3, the control system 100 compares the obtained optimal shape parameters with the current shape parameters of the intelligent deformable aircraft to obtain the first deformation control quantity and the second deformation control quantity;

[0060] S4, the control system 100 controls the first driving member 3 to move according to the first deformation control amount, and controls the second driving member 4 to move according to the second deformation control amount, so that the shape parameters of the intelligent deformable aircraft are equal to the optimal shape parameters.

[0061] In one specific embodiment, the shape parameters mentioned in step S1 are the diameter and aspect ratio of the intelligent deformable aircraft.

[0062] In one specific embodiment, the first reference value mentioned in step S2 is the current flight environment, and the second reference value is the flight speed required for the current flight mission.

[0063] This invention provides an intelligent morphing aircraft and a morphing control method. Compared with traditional aircraft, the intelligent morphing aircraft provided in this embodiment sets a skin structure on the main body of the aircraft, so that the aircraft can change its aerodynamic shape according to the changes in flight mission and flight environment during flight, so that the aircraft can reach the optimal flight state. Compared with the prior art, the flight efficiency of the aircraft provided in this invention is improved by 30%-50%. Specifically, by setting corresponding skin structures in different sections of the aircraft, segmented control of the aircraft's shape is achieved. This allows for optimization of the aircraft's aerodynamic shape during flight, enabling it to adapt to the flight requirements of different missions and achieve better flight efficiency. It also enables a single aircraft to perform multiple missions and target applications. Intelligent control of the aircraft's shape through the control system improves the aircraft's flight speed and maneuverability, makes it easier to achieve stealth, and enhances its penetration capabilities, meeting the requirements for strength, rigidity, and impact load resistance. This enables multi-mission and multi-target applications while saving costs. Furthermore, the double-layer skin design of the skin structure ensures the aircraft's thermal insulation performance, preventing the internal temperature environment from being affected by external temperature changes and those during flight.

[0064] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. For those skilled in the art, other variations or modifications can be made based on the above description. It is impossible to exhaustively list all the implementation methods here. All obvious variations or modifications derived from the technical solutions of the present invention are still within the protection scope of the present invention.

Claims

1. A smart transforming aircraft, characterized in that, The intelligent deformable aircraft includes a cabin base and a skin structure covering the outer surface of the cabin base; The cabin base includes a first cabin base and a second cabin base, with the second cabin base being fixed to the end of the first cabin base away from the apex of the aircraft. The skin structure and the first cabin base include a plurality of first driving components, which are configured to drive the skin structure to change the shape of the intelligent deformable aircraft. Between the skin structure and the second cabin base, there are multiple second drive components, which are configured to drive the skin structure to change the shape of the intelligent deformable aircraft. The skin structure includes a first skin structure corresponding to the outer surface of the first cabin base and a second skin structure corresponding to the outer peripheral surface of the second cabin base; One end of the first driving component is fixedly connected to the first skin structure, and the other end is fixedly connected to the first cabin base. One end of the second drive component is fixedly connected to the second skin structure, and the other end is fixedly connected to the second cabin base. The first skin structure includes a first outer skin and a first inner skin, wherein the first outer skin is located on the side of the first inner skin away from the first cabin base; A first heat-insulating cavity is formed between the first inner skin and the first cabin base; The first drive unit includes a first sub-drive and a second sub-drive, which are arranged alternately on the periphery of the first cabin base. The first sub-drive is disposed between the first outer skin and the first cabin base. One end of the first sub-drive is fixedly connected to the first outer skin, and the other end of the first sub-drive is fixedly connected to the first cabin base. The second sub-drive is disposed between the first inner skin and the first cabin base. One end of the second sub-drive is fixedly connected to the first inner skin, and the other end of the second sub-drive is fixedly connected to the first cabin base.

2. The intelligent transforming aircraft according to claim 1, characterized in that, The second skin structure includes a second outer skin and a second inner skin, wherein the second outer skin is located on the side of the second inner skin away from the second hull base; A second heat insulation cavity is formed between the second inner skin and the second cabin base.

3. The intelligent transforming aircraft according to claim 2, characterized in that, The second drive unit includes a third sub-drive and a fourth sub-drive, which are arranged alternately on the periphery of the second cabin base; The third sub-drive is disposed between the second outer skin and the second cabin base. One end of the third sub-drive is fixedly connected to the second outer skin, and the other end of the third sub-drive is fixedly connected to the second cabin base. The fourth sub-drive is disposed between the second inner skin and the second cabin base. One end of the fourth sub-drive is fixedly connected to the second inner skin, and the other end of the fourth sub-drive is fixedly connected to the second cabin base.

4. The intelligent transforming aircraft according to claim 1, characterized in that, The first outer skin and the first inner skin are respectively connected to the apex of the intelligent deformable aircraft through multiple joint bearings.

5. A deformation control method for an intelligent deformable aircraft according to any one of claims 1-4, characterized in that, Includes the following steps: Receive the current shape parameters of the intelligent deformable aircraft obtained by remote sensors and telemetry equipment; The optimal shape parameters of the intelligent deformable aircraft are calculated based on the first and second reference values ​​of the current flight mission. By comparing the obtained optimal shape parameters with the current shape parameters of the intelligent deformable aircraft, the first deformation control quantity and the second deformation control quantity are obtained; The first driving component is controlled to move according to the first deformation control amount, and the second driving component is controlled to move according to the second deformation control amount, so that the shape parameters of the intelligent deformable aircraft are equal to the optimal shape parameters.

6. The deformation control method according to claim 5, characterized in that, The external parameters are the diameter and aspect ratio of the intelligent deformable aircraft.

7. The deformation control method according to claim 5, characterized in that, The first reference value is the current flight environment, and the second reference value is the flight speed required for the current flight mission.

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