Variable geometry wing for a fixed wing aircraft

Abstract

The application discloses a variable wing for a fixed-wing aircraft, which comprises a rotating wing system arranged on both sides of the axis of the fuselage, the rotating wing system is installed on the fixed wing of the fuselage, a driving motor is installed on the fuselage, and the driving motor controls the operation of the rotating wing system through a transmission system. The variable wing for the fixed-wing aircraft can improve the flight performance of the fixed-wing aircraft, adapt to different flight environments, meet the task requirements of high speed, low speed and short take-off and landing, and realize the large-speed-range and full-time-period maneuvering flight of the aircraft.

Description

Technical Field

[0001] This invention belongs to the field of mechanical design technology, specifically relating to a variable airfoil for fixed-wing aircraft with continuously variable airfoils. Background Technology

[0002] The wing is a key component of an aircraft and a crucial factor affecting aerodynamic performance. Traditional fixed-shape wings can meet the needs of conventional flight missions and limited flight conditions, but they are insufficient to meet the future development requirements of large airspace and high-speed domains. Therefore, wing deformation technology has received widespread attention and importance in order to improve the flight performance of aircraft. Currently, many deformable wing structures have emerged. These include deformable wing structures with variable airfoil camber, thickness, span, and torsion; deformable skin technology; variable leading-edge flaps; variable sweep wings; and folding wings. In 1920, BUBERT et al. proposed a variable airfoil camber wing structure. In the 1980s, research institutions such as the U.S. Air Force Research Laboratory (AFRL), NASA, and DARPA successively carried out research projects such as Active Flexible Wing (AFW), Mission Adaptive Wing (MAW), Active Aeroelastic Wing (AAW), and Smart Wing. European Union countries have successively carried out research projects such as CHANGE, SARISTU, SMS, and 3AS. Domestic research on morphing wings started relatively late and is currently still in the initial stage of morphing wing system design and verification. There are no systematic research results on morphing wings that meet engineering applications yet. Overall, morphing wing technology involves significant modifications to the wing structure and is quite challenging to design.

[0003] Structurally, most existing aircraft are fixed-wing aircraft. Fixed-wing aircraft are currently the most technologically mature and widely used type of aircraft. As the complexity of missions increases, fixed-wing aircraft are required to generate greater lift. Therefore, improving the lift level of fixed-wing aircraft is an important aspect of expanding their flight capabilities. Summary of the Invention

[0004] The purpose of this invention is to solve the above-mentioned problems and provide a continuously variable airfoil variant wing for fixed-wing aircraft that can improve the lift of fixed-wing aircraft and meet the missions of high-speed, low-speed, and short take-off and landing.

[0005] To solve the above-mentioned technical problems, the technical solution of the present invention is: a continuously variable airfoil variant wing for fixed-wing aircraft, including a wing-rotating system distributed on both sides of the fuselage axis, the wing-rotating system being installed on a fixed wing of the fuselage, a drive motor being installed on the fuselage, and the drive motor controlling the operation of the wing-rotating system through a transmission system.

[0006] Preferably, the wing system is mounted on the fixed wing via a wing positioning sleeve. The wing system includes a left wing and a right wing with identical structures. The wing surface of the left wing is formed by splicing multiple free-form surface pieces. The edge of the left wing is the outer cylindrical surface of the wing. A wing positioning shaft is provided at the bottom of the left wing. The wing positioning shaft passes through the wing positioning sleeve. A transmission worm gear is sleeved at the end of the wing positioning shaft. The cross-section of the wing positioning sleeve is a "T" shaped structure. The end face of the wing positioning sleeve is the wing mating surface. A wing positioning sleeve screw connection hole is provided on the wing mating surface. The screw passes through the wing positioning sleeve screw connection hole and connects to the fixed wing.

[0007] Preferably, the design method of the wing surface of the left-turning wing includes the following steps:

[0008] S1. Based on the existing airfoil database, through comparative analysis, select several airfoils in three categories: low speed, medium speed, and high speed.

[0009] S2. While ensuring high-order continuity, construct the interpolation "nodes" on the selected airfoil, which are the airfoil nodes;

[0010] S3. Fit the "airfoil section curve" using the "airfoil nodes" in step S2. The more "airfoil nodes" selected, the higher the construction accuracy of the "airfoil section curve" and the closer the aerodynamic performance of the wing is to the design data.

[0011] S4. In order to determine the degree of lift of the "rotor", the corresponding rotation angle position of the "rotor" is determined by the maximum similarity, so as to provide control variables for the "drive motor".

[0012] S5. The wing lift is indicated by the "rotation position indicator". The number "1" indicates the "rotation position" when flying at the lowest speed, and the number "13" indicates the "rotation position" when flying at the highest speed. The "rotation position" is calculated from the "angle reference line". When the "rotation position indicator" is strictly aligned with the "angle reference line", it is called "aligned state"; otherwise, it is called "disaligned state". In the "disaligned state", the wing lift is between the lift of the two adjacent indicators and is determined by quadratic fitting approximation.

[0013] S6. As the number of "airfoil nodes" gradually increases, the difficulty and computational load of free splicing will also gradually increase. However, the generated "rotating wing" surface will be closer to the theoretical airfoil. Therefore, the airfoil sample size and the number of "airfoil nodes" should be reasonably selected in order to achieve the global optimal aerodynamic performance of the spliced ​​wing. Relevant data should be supplemented through numerical simulation or wind tunnel experiments to obtain complete aerodynamic performance data under the full rotation angle (0~360°), so as to realize the precise and real-time dynamic adjustment of the wing aerodynamic layout and improve the aircraft's maneuverability.

[0014] Preferably, the fixed wing is a hollow structure. The upper surface of the fixed wing has an inner cylindrical surface, a mating surface, and a positioning cylindrical surface. The inner cylindrical surface has a concave structure, and the fixed wing protrudes outward to form a wing boss. The cross-section of the wing boss is an annular structure. The mating surface is located on the wing boss, and the positioning cylindrical surface is the inner surface of the annular shape of the wing boss. The lower surface of the fixed wing has a threaded connection hole and a wing support platform. The wing support platform is a raised frustum-shaped structure. The threaded connection hole penetrates the wing boss and the mating surface.

[0015] Preferably, a certain gap is left between the inner cylindrical surface of the wing and the outer cylindrical surface of the rotor, so that the rotor system can rotate around a fixed axis within the fixed wing. The transition part between the rotor system and the fixed wing adopts a continuous curved surface. The rotor positioning sleeve and the wing positioning cylindrical surface are interference fit to restrict the free movement and rotation of the rotor system in the plane of the fixed wing. The rotor mating surface and the wing mating surface are surface contact fit to restrict the free movement of the rotor system in the vertical direction of the fixed wing.

[0016] Preferably, the wing positioning sleeve is provided with a thrust bearing, the wing positioning shaft passes through the thrust bearing, the top of the wing positioning sleeve is provided with a bearing end cover, the bearing end cover and the wing positioning sleeve are connected by end cover connecting screws, and the wing positioning sleeve is connected to the fixed wing by wing connecting screws.

[0017] Preferably, the transmission system includes a worm gear, one end of which is connected to a drive motor, and the other end of which is engaged with a transmission worm wheel. When the drive motor is working, it drives the transmission worm wheel to rotate through the worm gear, which in turn drives the rotor positioning shaft to rotate, thereby causing the rotor system to move.

[0018] Preferably, the gap between the inner cylindrical surface and the outer cylindrical surface of the wing is greater than the deformation of the inner cylindrical surface and the outer cylindrical surface of the wing, respectively.

[0019] Preferably, the worm gear adopts a thin-walled, hollow structure, and the end of the worm gear is provided with a worm gear connecting flange, which is connected to the drive motor by connecting bolts.

[0020] Preferably, the drive motor is a highly reliable DC motor.

[0021] The beneficial effects of this invention are:

[0022] 1. The continuously variable airfoil variant wing for fixed-wing aircraft provided by this invention can improve the lift level of fixed-wing aircraft. This design consists of two parts: a "rotating wing system" and a "fixed wing". The "rotating wing system" is mounted on the "fixed wing" and can rotate around a fixed axis under the control of a "drive motor". The "rotating wing" surface on the "rotating wing system" is an irregular free-form surface, formed by fitting multiple spline curves. As the rotation angle of the "rotating wing" changes, the airfoil in the incoming airflow direction changes, resulting in different aerodynamic configurations and providing different lift levels. Ultimately, continuous and controllable real-time deformation of the wing airfoil is achieved.

[0023] 2. This invention can improve the flight performance of fixed-wing aircraft to adapt to different flight environments and meet the mission requirements of high-speed, low-speed, and short-distance takeoff and landing, thereby realizing the aircraft's high-speed-range and all-time maneuvering flight. Attached Figure Description

[0024] Figure 1 This is a structural schematic diagram of the continuously variable airfoil variant wing for fixed-wing aircraft according to the present invention;

[0025] Figure 2 This is a schematic diagram of the structure of the left-turning wing of the present invention;

[0026] Figure 3 This is a schematic diagram of the connection between the left-hand rotating wing and the wing positioning sleeve of the present invention;

[0027] Figure 4 This is a schematic diagram of the curved surface structure on the rotating wing of the present invention;

[0028] Figure 5 This is a schematic diagram comparing the aligned and non-aligned states of the rotary wing system of the present invention;

[0029] Figure 6 This is a schematic diagram of the top structure of the fixed wing of the present invention;

[0030] Figure 7 This is a schematic diagram of the internal side structure of the fixed wing of the present invention;

[0031] Figure 8 This is a schematic diagram of the transmission system structure of the present invention;

[0032] Figure 9 This is a schematic diagram of the lateral structure of the transmission system of the present invention;

[0033] Figure 10 This is a schematic diagram of the fixed wing bottom structure of the present invention.

[0034] Explanation of reference numerals in the attached drawings: 1. Rotary wing system; 2. Fixed wing; 3. Drive motor; 4. Transmission system; 10. Rotary wing positioning sleeve; 11. Left rotating wing; 12. Right rotating wing; 20. Inner cylindrical surface of the wing; 21. Wing mating surface; 22. Wing positioning cylindrical surface; 23. Threaded connection hole; 24. Wing support platform; 41. Worm gear; 100. Rotary wing mating surface; 101. Rotary wing positioning sleeve screw connection hole; 102. Thrust bearing; 103. Bearing end cap; 110. Rotary wing positioning shaft; 111. Outer cylindrical surface of the rotating wing; 112. Transmission worm gear. Detailed Implementation

[0035] The present invention will be further described below with reference to the accompanying drawings and specific embodiments:

[0036] like Figures 1 to 10 As shown, the continuously variable airfoil variant wing for fixed-wing aircraft provided by the present invention includes a wing-rotating system 1 distributed on both sides of the fuselage axis. The wing-rotating system 1 is mounted on a fixed wing 2 on the fuselage. A drive motor 3 is mounted on the fuselage. The drive motor 3 controls the operation of the wing-rotating system 1 through a transmission system 4.

[0037] The wing system 1 is mounted on the fixed wing via the wing positioning sleeve 10. The wing system 1 includes a left wing 11 and a right wing 12 with identical structures. The wing surface of the left wing 11 is formed by splicing multiple free-form surface pieces. The edge of the left wing 11 is the outer cylindrical surface 111 of the wing. The bottom of the left wing is provided with a wing positioning shaft 110, which passes through the wing positioning sleeve 10. The end of the wing positioning shaft 110 is fitted with a transmission worm gear 112. The cross-section of the wing positioning sleeve 10 is a "T" shaped structure. The end face of the wing positioning sleeve 10 is the wing mating surface 100. The wing mating surface is provided with a wing positioning sleeve screw connection hole 101. The screw passes through the wing positioning sleeve screw connection hole 101 and connects to the fixed wing.

[0038] In this embodiment, the left-hand wing 11 and the right-hand wing 12 are collectively referred to as fixed-axis rotatable rotors and have a disc-shaped structure. Adaptive, real-time fixed-axis rotation is achieved under the control of the drive motor 3. To achieve synchronous movement of the left-hand wing 11 and the right-hand wing 12, a coaxial drive transmission system 4 is used, enabling precise attitude control of the two rotors. A worm gear transmission is employed to ensure self-locking of the rotors. If the rotors are not rotated, this variant structure is equivalent to a fixed wing.

[0039] To accommodate both low-speed and high-speed flight missions, the left and right rotor surfaces of the rotary wing system 1 are composed of multiple freeform surface pieces, such as... Figure 4 As shown.

[0040] The design method for the wing surface of the left-hand wing 11 includes the following steps:

[0041] S1. In the existing airfoil database, through comparative analysis, select several airfoils in three categories: low speed, medium speed, and high speed.

[0042] In this implementation, a wealth of mature airfoil databases have been generated.

[0043] S2. While ensuring high-order continuity, construct the interpolation "nodes" on the selected airfoil, which are the airfoil nodes.

[0044] S3. Fit the "airfoil section curve" using the "airfoil nodes" in step S2. The more "airfoil nodes" selected, the higher the construction accuracy of the "airfoil section curve" and the closer the aerodynamic performance of the wing is to the design data.

[0045] S4. In order to determine the degree of lift of the "rotor", the corresponding rotation angle position of the "rotor" is determined by the maximum similarity, so as to provide control variables for the "drive motor".

[0046] S5. The "rotation position indicator" indicates the ascending order of wing lift. The number "1" represents the wing rotation position at the lowest speed, and the number "13" represents the wing rotation position at the highest speed. The wing rotation position is calculated from the "angle baseline." When the "rotation position indicator" is strictly aligned with the "angle baseline," it is called the "aligned state"; otherwise, it is called the "disaligned state." In the "disaligned state," the wing lift lies between the lift values ​​of two adjacent indicators, and is determined using a quadratic fitting approximation. For example... Figure 5 As shown.

[0047] S6. As the number of "airfoil nodes" gradually increases, the difficulty and computational load of free splicing will also gradually increase. However, the generated "rotating wing" surface will be closer to the theoretical airfoil. Therefore, the airfoil sample size and the number of "airfoil nodes" should be reasonably selected to achieve the global optimization of the wing's aerodynamic performance after splicing. Typically, in the "aligned state," wing aerodynamic data are readily available, and the overall lift level of the wing can be roughly estimated. However, in the "non-aligned state," the "rotating wing" airfoil section does not completely pass through the selected theoretical airfoil section, resulting in incomplete aerodynamic performance data. Numerical simulation or wind tunnel experiments are used to supplement relevant data, thereby obtaining complete aerodynamic performance data under full rotation angle (0~360°), enabling precise and real-time dynamic adjustment of the wing's aerodynamic layout, and improving the aircraft's maneuverability.

[0048] In this embodiment, Figure 4 The grid lines represent airfoil section curves, and the intersections of these curves are airfoil nodes. The grid formed by the airfoil section curves represents airfoil surface patches. The numerical labels indicate rotational positions, with the airfoil section curve labeled "1" serving as the rotational reference line. Figure 5In the diagram, the left image shows the aligned state, and the right image shows the misaligned state.

[0049] The fixed wing 2 has a hollow structure. The upper surface of the fixed wing 2 has an inner cylindrical surface 20, a mating surface 21, and a positioning cylindrical surface 22. The inner cylindrical surface 20 has a concave structure, and the fixed wing 2 protrudes outward to form a wing boss. The wing boss has a circular cross-section. The mating surface 21 is located on the wing boss, and the positioning cylindrical surface 22 is the inner surface of the circular ring of the wing boss. The lower surface of the fixed wing 2 has a threaded connection hole 23 and a wing support platform 24. The wing support platform 24 has a raised frustum-shaped structure. The threaded connection hole 23 penetrates the wing boss and the mating surface 21.

[0050] A certain gap is left between the inner cylindrical surface 20 of the wing and the outer cylindrical surface 111 of the rotor to allow the rotor system 1 to rotate around a fixed axis within the fixed wing 2. The transition section between the rotor system 1 and the fixed wing 2 adopts a continuous curved surface to facilitate airflow. The rotor positioning sleeve 10 and the wing positioning cylindrical surface 22 are interference-fitted to restrict the free movement and rotation of the rotor system 1 within the plane of the fixed wing 2. The rotor mating surface 100 and the wing mating surface 21 are surface-contact mating to restrict the free movement of the rotor system 1 in the vertical direction of the fixed wing 2.

[0051] like Figure 6 and Figure 7 As shown, the "fixed wing system" is very similar in overall structure to conventional airfoils. The difference is that it has a "rotating wing" connection structure on the upper surface of the wing.

[0052] To avoid friction or collision between the bottom surface of the left-hand wing 11 and the upper surface of the wing support platform 24, a screw connection is used through the threaded connection hole 23 to achieve the engagement of the wing system 1 and the fixed wing 2. Ultimately, the left-hand wing 11 and the right-hand wing 12 are reliably and symmetrically mounted on the fixed wing 2, each with only one rotational degree of freedom around the wing positioning axis 110. Under the control of the drive motor 3, different airfoils are formed in the direction of the incoming airflow.

[0053] The wing positioning sleeve 10 is equipped with a thrust bearing 102, and the wing positioning shaft 110 passes through the thrust bearing 102. The top of the wing positioning sleeve 10 is equipped with a bearing end cover 103. The bearing end cover 103 is connected to the wing positioning sleeve 10 by end cover connecting screws. The wing positioning sleeve 10 is connected to the fixed wing 2 by wing connecting screws.

[0054] In this embodiment, there are two thrust bearings 102, which are installed in opposite directions inside the rotor positioning sleeve 10. The end of the rotor positioning shaft 110 is connected to the transmission worm gear 112 via a spline.

[0055] The end cap connecting screws are eight in number and evenly distributed, achieving axial fixation of the thrust bearing 102. The wing positioning sleeve 10 is fixed to the fixed wing 2 by the eight wing connecting screws. In this way, the wing system 1 can be assembled and disassembled by adjusting the wing connecting screws, facilitating wing maintenance and repair.

[0056] The transmission system 4 includes a worm gear 41. One end of the worm gear 41 is connected to the drive motor 3, and the other end of the worm gear 41 is engaged with the transmission worm wheel 112. When the drive motor 3 is working, it drives the transmission worm wheel 112 to rotate through the worm gear 41, which in turn drives the rotor positioning shaft 110 to rotate, thereby causing the rotor system 1 to move.

[0057] The gap between the inner cylindrical surface 20 of the wing and the outer cylindrical surface 111 of the rotor is greater than the deformation of the inner cylindrical surface 20 of the wing and the outer cylindrical surface 111 of the rotor.

[0058] The worm 41 adopts a thin-walled, hollow structure. The end of the worm 41 is provided with a worm connecting flange, which is connected to the drive motor 3 by connecting bolts.

[0059] In addition, two screw support frames are designed on the lower surface of the cavity inside the fixed wing 2 to support the worm 41. Two worm bearings are sleeved on the end of the worm 41 for transmission.

[0060] In this embodiment, the drive motor 3 is a highly reliable DC motor.

[0061] In practical applications, this invention allows for the use of more airfoil sections to meet mission requirements, resulting in a richer variety of aerodynamic lift. Besides integrating existing airfoils with good aerodynamic performance, entirely new airfoils for rotating wings can be designed using aerodynamic comprehensive analysis techniques. The latter design method offers more flexible aerodynamic adjustment capabilities. To avoid jamming during wing rotation, the rigidity of the fixed wing needs to be designed to be higher, and the gap between the inner cylindrical surface of the wing and the outer surface of the rotating wing needs to be slightly greater than the deformation. If both are sufficiently rigid, their deformation can be ignored. Furthermore, to reduce weight, the worm gear 41 adopts a thin-walled, hollow structure. The "connecting flange" at the end of the worm gear 41 is connected to the drive motor 3 via connecting bolts. Since the wing rotation is simple, and the control quantity is only the wing rotation angle, a high-reliability DC motor can be used for the drive motor 3.

[0062] Those skilled in the art will recognize that the embodiments described herein are intended to help the reader understand the principles of the invention, and should be understood that the scope of protection of the invention is not limited to such specific statements and embodiments. Those skilled in the art can make various other specific modifications and combinations based on the technical teachings disclosed in this invention without departing from the spirit of the invention, and these modifications and combinations are still within the scope of protection of this invention.

Claims

1. A morphing wing for a fixed-wing aircraft with continuous variable wing shape, characterized in that: The application relates to a wing system (1) arranged on both sides of the fuselage axis, the wing system (1) being installed on a fixed wing (2) of the fuselage, a driving motor (3) being arranged on the fuselage, and the driving motor (3) controlling the wing system (1) through a transmission system (4); The wing system (1) is installed on the fixed wing through a wing positioning sleeve (10), the wing system (1) comprises a left wing (11) and a right wing (12) which are identical in structure, the wing surface of the left wing (11) is spliced by a plurality of free curved surface pieces, the edge of the left wing (11) is a wing outer cylindrical surface (111), the bottom of the left wing is provided with a wing positioning shaft (110), the wing positioning shaft (110) is arranged through the wing positioning sleeve (10), the end of the wing positioning shaft (110) is sleeved with a transmission worm (112), the section of the wing positioning sleeve (10) is in a "T" shape structure, the end surface of the wing positioning sleeve (10) is a wing matching surface (100), the wing matching surface is provided with a wing positioning sleeve screw connecting hole (101), and the screw is connected with the fixed wing through the wing positioning sleeve screw connecting hole (101).

2. The fixed-wing aircraft-oriented continuously variable camber variable- geometry wing of claim 1, wherein: The design method of the wing surface of the left wing (11) comprises the following steps: S1, in the existing airfoil database, a plurality of airfoils of three grades of low speed, medium speed and high speed are respectively screened out through comparative analysis; S2, under the condition of ensuring high-order continuity, interpolation "nodes" on the selected airfoil are constructed, namely airfoil nodes; S3, the "airfoil section curve" is fitted through the "airfoil nodes" in step S2, the more the "airfoil nodes" are selected, the higher the construction precision of the "airfoil section curve" is, and the closer the aerodynamic performance of the wing is to the design data; S4, in order to determine the lift increasing degree of the "wing", the corresponding rotation angle position of the "wing" is determined through maximum similarity, and a control variable is provided for the driving motor; S5, the ascending order of the wing lift is represented through the "rotation position identifier", the number "1" represents the position of the "wing" when flying at the lowest speed, and the number "13" represents the position of the "wing" when flying at the highest speed; the position of the "wing" is calculated starting from the "rotation angle reference line", when the "rotation position identifier" is strictly aligned with the "rotation angle reference line", it is called "alignment state", otherwise, it is called "non-alignment state", under the "non-alignment state", the wing lift is between the adjacent two identified lift forces, and is determined through quadratic fitting approximation; S6, with the gradual increase of the number of "airfoil nodes", the difficulty of free splicing and the calculation amount will gradually increase, but the generated "wing" surface is closer to the theoretical airfoil, therefore, the airfoil sample size and the number of "airfoil nodes" should be reasonably selected, so that the global optimization of the aerodynamic performance of the spliced wing is realized; related data are supplemented through numerical simulation or wind tunnel experiment, then, complete aerodynamic performance data under the full rotation angle (0-360 degrees) condition are obtained, the precise and real-time dynamic adjustment of the wing aerodynamic layout is realized, and the maneuverability of the airplane is improved.

3. The fixed-wing aircraft -oriented continuously variable camber variable- geometry wing of claim 1, wherein: The fixed wing (2) is a hollow structure, the upper surface of the fixed wing (2) is provided with a wing inner cylindrical surface (20), a wing matching surface (21) and a wing positioning cylindrical surface (22), the wing inner cylindrical surface (20) is concave, the fixed wing (2) protrudes outward to form a wing boss, the cross section of the wing boss is a circular ring structure, the wing matching surface (21) is located on the wing boss, and the wing positioning cylindrical surface (22) is the inner surface of the circular ring of the wing boss; the lower surface of the fixed wing (2) is provided with a threaded connection hole (23) and a wing support table (24), the wing support table (24) is a convex circular table structure, the threaded connection hole (23) penetrates the wing boss, and the threaded connection hole (23) penetrates the wing matching surface (21).

4. The fixed-wing aircraft-oriented continuously variable camber variable- geometry wing according to claim 3, characterized in that: The wing inner cylindrical surface (20) and the outer cylindrical surface (111) of the rotor system (1) are left with a certain gap, so that the rotor system (1) can rotate in the fixed wing (2), and the transition part of the rotor system (1) and the fixed wing (2) adopts a continuous curved surface; the rotor positioning sleeve (10) and the wing positioning cylindrical surface (22) are in interference fit, so as to limit the free movement and rotation of the rotor system (1) in the plane of the fixed wing (2); the rotor matching surface (100) and the wing matching surface (21) are in surface contact, so as to limit the free movement of the rotor system (1) in the vertical direction of the fixed wing (2).

5. The fixed-wing aircraft -oriented continuously variable camber variable- geometry wing of claim 1, wherein: The rotor positioning sleeve (10) is provided with a thrust bearing (102) in the inside, the rotor positioning shaft (110) is arranged in the thrust bearing (102), the top of the rotor positioning sleeve (10) is provided with a bearing end cover (103), the bearing end cover (103) is connected with the rotor positioning sleeve (10) through end cover connecting screws, and the rotor positioning sleeve (10) is connected with the fixed wing (2) through rotor connecting screws.

6. The fixed-wing aircraft-oriented continuously variable camber variable- geometry wing of claim 1, wherein: The transmission system (4) comprises a worm (41), one end of the worm (41) is connected with the driving motor (3), the other end of the worm (41) is matched with a transmission worm gear (112), the driving motor (3) drives the transmission worm gear (112) to rotate through the worm (41) when working, and then drives the rotor positioning shaft (110) to rotate, and then drives the rotor system (1) to move.

7. The fixed-wing aircraft-oriented continuously variable camber variable- geometry wing of claim 3, wherein: The gap between the wing inner cylindrical surface (20) and the outer cylindrical surface (111) is greater than the deformation amount of the wing inner cylindrical surface (20) and the outer cylindrical surface (111) respectively.

8. The fixed-wing aircraft-oriented continuously variable camber variable- geometry wing of claim 6, wherein: The worm (41) adopts a thin-walled and hollow structure, the end of the worm (41) is provided with a worm connecting flange, and the worm connecting flange is connected with the driving motor (3) through connecting bolts.

9. The fixed-wing aircraft-oriented continuously variable camber variable- geometry wing of claim 1, wherein: The driving motor (3) is a direct current motor with high reliability.

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