Variable thickness morphing wing and morphing method

Abstract

This invention provides a variable-thickness deformable wing and a deformation method. The wing includes multiple ribs, truss assemblies, spars, and skin covering the ribs and truss assemblies. The ribs are connected spanwise via the truss assemblies and spars to form the wing. Each rib includes a leading edge section, a mid-edge section, and a trailing edge section. An arched through-hole is provided at the bottom of the mid-edge section of the rib. A deformation control unit, including an active control servo, an active control rocker arm, a follower rocker arm, a lower wing skin control plate, and a limiting rocker arm, is located within the arched through-hole. The lower wing skin control plate consists of three sections that are rotatably connected to each other and whose surfaces are fixed to the inner surface of the lower skin. After receiving an unfolding or retracting signal, the active control servo drives the limiting rocker arm, the follower rocker arm, and the three sections of the lower wing skin control plate to rotate, causing the three sections of the lower wing skin control plate to unfold downwards or retract upwards. This achieves changes in the thickness and angle of the lower skin in the mid-edge section of the wing. The process is stable and reliable, improving the aerodynamic performance of the wing and enabling the aircraft to adapt to the requirements of a long flight envelope.

Description

Technical Field

[0001] This invention belongs to the field of aerospace equipment technology, specifically relating to a deformable wing with variable thickness and a deformation method. Background Technology

[0002] The wing is a crucial component of an aircraft, determining its aerodynamic performance. With increasing demands on aircraft, modern aircraft have ever-widening flight envelopes, requiring them to meet the requirements of high-altitude cruise flight while also adapting to low-altitude, low-speed flight conditions during landing. This presents a significant challenge to the aerodynamic performance of aircraft.

[0003] Some airfoils perform excellently at high altitudes and high speeds, but their aerodynamic performance deteriorates significantly at low speeds, leading to a decrease in the aircraft's flight quality. Under different flight conditions, the thickness and camber of the wing airfoil have the most significant impact on the aircraft's aerodynamic performance. To adapt an aircraft to its flight envelope, it is often necessary to modify the wing's aerodynamic shape to change its lift-to-drag ratio, aerodynamic load distribution, and other parameters based on actual conditions.

[0004] Because morphing wing technology can smoothly improve the overall rib shape of an aircraft wing by changing its thickness without destroying the overall airfoil shape, its various advantages have become more prominent in recent years. A large number of countries have conducted research on it, and the main research directions include: first, morphing methods based on crankshaft drive; and second, using shape memory alloys to change the airfoil of the entire wing through flexible deformation, thereby changing the aerodynamic characteristics of the entire wing.

[0005] Existing methods for deformation driven by a crankshaft mainly use a crankshaft similar to an elliptical fan to rotate, which drives the crankshaft to support the skin and extend it, thus changing its thickness. The problem with this method is that the drive shafts are subjected to pressure from the skin during rotation, which is concentrated at the contact point between the crankshaft and the rotating shaft. This causes the contact bearings to be subjected to huge aerodynamic loads, resulting in low reliability. In addition, the contact area between the crankshaft and the wing skin is small, basically a point contact. Under the action of aerodynamic loads, the skin that is not in contact with the crankshaft will dent, greatly reducing the effect of thickening.

[0006] Shape memory alloys exhibit nonlinear behavior, requiring the use of PID controllers, proportional controllers, and variable gain controllers to control them, which increases the complexity of aircraft control system design. Furthermore, shape memory alloys are significantly affected by temperature, necessitating the addition of additional equipment to the aircraft to monitor their condition, thus adding unnecessary weight to the aircraft. Summary of the Invention

[0007] The purpose of this invention is to solve the problems of large span, excessive load generated by overall deformation, unstable deformation process and poor reliability of existing wing deformation methods, and to provide a deformable wing with variable thickness and a deformation method.

[0008] In the design process of this invention, starting from the goal of improving the aerodynamic performance of the aircraft wing under complex flight conditions, and taking into account the aerodynamic loads on the aircraft, the invention simulates the deformation of the lower arc surface of the CLARK W airfoil and finds that the change of the lower arc surface of the wing can significantly improve the aerodynamic performance of the wing at low speed and low altitude.

[0009] Based on this, the present invention, while ensuring that the wing structural material can withstand the aerodynamic loads required by the aircraft and the load constraints of the transmission mechanism acting on the wing, designs a deformation drive control unit in the middle section of the wing rib. Through a single active control servo, the lower wing skin control plate in the deformation drive unit is rotated and deformed, thereby changing the thickness and lower arc angle of the lower skin in the middle section of the wing. It can also support the lower wing skin over a large area to obtain the wing aerodynamic shape required by the aircraft under different flight conditions, improve the aerodynamic performance of the aircraft wing, and enable the aircraft to adapt to the flight requirements of modern long flight envelopes.

[0010] To achieve the above objectives, the technical solution provided by this invention is:

[0011] A variable-thickness morphing wing, characterized in that it includes multiple ribs, truss assemblies, spars, and skin covering the ribs and truss assemblies;

[0012] The ribs are arranged along the span of the wing, and each rib includes a leading edge section, a middle section, and a trailing edge section. The leading and trailing edge sections of adjacent ribs are connected by truss assemblies arranged along the span.

[0013] The wing spars pass sequentially through the middle section of the wing ribs along the span of the wing, connecting the wing ribs to form the wing;

[0014] Each of the ribs has an arched through hole at the bottom of its middle section, and a deformation control unit is provided inside the arched through hole;

[0015] The deformation control unit includes an active control servo, an active control rocker arm, a follow-up rocker arm, a lower wing skin control plate, and a limiting rocker arm.

[0016] The lower wing skin control plate is fixedly attached to the inner surface of the lower wing skin. The lower wing skin control plate includes a front section, a middle section, and a rear section. The two ends of the middle section are rotatably connected to one end face of the front section and the rear section, respectively. The other end face of the front section and the rear section are rotatably connected to both ends of the arched through-hole opening.

[0017] One end of the active control rocker arm can rotate under the drive of the active control servo, and the other end is rotatably connected to the upper surface of the rear section of the lower wing skin control plate.

[0018] The two ends of the follow rocker arm are respectively connected to the upper surface of the middle section of the lower wing skin control plate and the lower side wall of the active control rocker arm body.

[0019] The two ends of the limiting rocker arm are respectively rotatably connected to the top sidewall of the arched through hole and the upper sidewall of the active control rocker arm body;

[0020] After receiving the unfolding or retracting signal input from the aircraft control system, the active control servo can drive each component of the deformation control unit to rotate outward or inward, and can stop driving and lock when the preset unfolding or retracting angle is reached.

[0021] Furthermore, the upper and lower edges of the rear end of the leading edge section of the wing rib are symmetrically provided with slots opening outwards;

[0022] The truss assembly includes a front upper truss and a front lower truss, which are respectively engaged in slots provided at the upper and lower edges of the leading edge sections of adjacent wing ribs along the wingspan direction;

[0023] The slot is a rectangular slot, and the upper front truss and the lower front truss are rectangular rods that cooperate with the rectangular slot;

[0024] The leading edge of the wing rib is provided with several weight-reducing holes.

[0025] Furthermore, the truss assembly also includes a rear upper truss and a rear lower truss; the upper and lower edges of the front end of the wing rib are symmetrically provided with outward-facing slots;

[0026] The upper and lower rear trusses are respectively engaged in slots provided at the upper and lower edges of the trailing edge section of the wing rib along the wingspan direction;

[0027] The slot is a rectangular slot, and the upper and lower rear trusses are rectangular rods that cooperate with the rectangular slot.

[0028] The trailing edge of the rib is provided with several weight-reducing holes.

[0029] Furthermore, the upper sidewall of the active control rocker arm has an elongated limiting hole along its length, and the end of the limiting rocker arm is engaged in the limiting hole via a pivot, which can slide along the limiting hole when the limiting rocker arm rotates.

[0030] The limiting hole is used to prevent the active control rocker arm from over-extending and damaging the wing skin due to errors in the active control servo signal when the wing deforms and extends outward.

[0031] Furthermore, the front and rear ends of the middle section of the wing rib are provided with circular through holes;

[0032] The wing spars include a front wing spars and a rear wing spars, which pass through the circular through holes in sequence to connect each wing rib;

[0033] The top of the arched through hole is provided with grooves on both sides, and the active control servo is fixedly connected to one side of the groove.

[0034] The other side of the groove has mounting through holes at both ends. The output shaft of the active control servo motor passes through one of the mounting through holes and is rotatably connected to the active control rocker arm.

[0035] Another mounting hole is used to connect to the limiting rocker arm.

[0036] Furthermore, the outer wall of the output shaft of the active control servo motor is provided with outer gear teeth;

[0037] The active control rocker arm has a through hole at its end, and the inner wall of the through hole has inner gear teeth that mesh with the outer gear teeth.

[0038] Furthermore, the inner walls at both ends of the arched through hole opening and the two ends of the middle section of the lower wing skin control plate are provided with arc-shaped bosses along the wing span, and the two ends of the arc-shaped bosses are provided with arc-shaped grooves.

[0039] The front and rear ends of the lower wing skin control plate are provided with arc grooves and arc bosses that match the arc bosses and arc grooves on the inner sidewall of the middle end of the lower wing skin control plate and the opening end of the arched through hole.

[0040] Furthermore, an arc-shaped through groove tangent to the arc-shaped boss and arc-shaped groove on the arched through hole is provided above them to improve the strength of the rib structure.

[0041] Furthermore, the morphing wing airfoil adopts the CLARK W airfoil.

[0042] A deformation method for a variable-thickness deformable wing, characterized by including a wing retraction process and a wing extension process;

[0043] The wing retraction process specifically includes:

[0044] Step 1: The aircraft control system sends a wing deformation control signal. The active control servo receives the signal, unlocks, and drives the active control rocker arm to rotate upward.

[0045] Step 2: The active control rocker arm drives the follower rocker arm to rotate upward, and at the same time drives the rear section of the lower wing skin control plate and the limiting rocker arm to rotate upward.

[0046] The rocker arm drives the middle section of the lower wing skin control plate to rotate upward and translate; the middle section of the lower wing skin control plate drives the front section of the lower wing skin control plate to rotate upward.

[0047] Step 3: When the active control servo rotates to the preset angle, the active control servo stops rotating and locks. The active control rocker arm, the limiting rocker arm, and the following rocker arm limit the front section, the middle section, and the rear section of the lower wing skin control plate to the current state, forming the aerodynamic shape required for the aircraft; the retraction process ends.

[0048] The wing extension process includes:

[0049] Step a, the aircraft control system sends a wing extension and deformation control signal, the active control servo receives the signal, unlocks and drives the active control rocker arm to rotate downward;

[0050] Step b, the active control rocker arm drives the follower rocker arm to rotate downward, and at the same time drives the rear section of the lower wing skin control plate and the limiting rocker arm to rotate downward;

[0051] The rocker arm drives the middle section of the lower wing skin control plate to rotate downwards and translate; the middle section of the lower wing skin control plate drives the front section of the lower wing skin control plate to rotate downwards.

[0052] Step c: When the active control servo rotates to the preset deployment angle, the active control servo stops rotating and locks. The active control rocker arm, the limiting rocker arm, and the following rocker arm limit the front section, the middle section, and the rear section of the lower wing skin control plate to the current state, forming the aerodynamic shape required for the aircraft; the wing extension process ends.

[0053] The advantages of this invention are:

[0054] 1. This invention features a deformation drive unit located below the mid-section of the wing rib. The deformation control unit includes an active control servo, an active control rocker arm, a following rocker arm, a lower wing skin control plate, and a limiting rocker arm. Based on the aerodynamic requirements of the aircraft, the active control servo drives the active control rocker arm and the following rocker arm to rotate, thereby causing the lower wing skin control plate, which is fixed to the inner surface of the lower wing skin, to retract inward or expand outward. While ensuring the structural strength of the aircraft, this precisely achieves changes in the thickness and camber of the lower wing surface, improving the aerodynamic performance of the wing, especially at low speeds and low altitudes, significantly enhancing the aircraft's flight characteristics and adaptability. The design of the lower wing skin control plate increases the support force on the lower wing skin during deformation, ensuring the overall aerodynamic shape of the wing, improving the wing skin deformation effect, and ensuring a stable and reliable deformation process. This avoids the aerodynamic performance reduction caused by skin dent due to insufficient contact area, as well as the problem of skin damage and drive mechanism failure due to excessive concentrated loads.

[0055] 2. In this invention, the deformation control unit is part of the wing rib. While meeting the structural strength requirements of the wing, the leading edge and trailing edge sections of the wing are designed to reduce weight. This avoids the problem of additional deformation mechanism design on the basis of the wing structure, which would lead to complex mechanism and increased weight. The wing deformation structure of this invention can withstand the aerodynamic load brought by the flexible skin while reducing the overall weight of the wing.

[0056] 3. The various driving components, follow-up components, and wing spars and trusses connecting the wing ribs in the deformation control unit of the present invention form the deformable wing, which has the ability to resist aerodynamic loads and can more effectively control the wing state. When the lower wing surface reaches the aerodynamic shape required for the aircraft to fly, the active control servo can lock, so that the lower wing surface is in the required state, without the need for additional monitoring devices, thus reducing the impact of the weight of additional monitoring devices on the aircraft's flight capability.

[0057] 4. In this invention, the leading edge of the wing adopts an arched structure, which can effectively resist the aerodynamic load of the incoming flow. While ensuring the structural strength of the leading edge, the weight is reduced. Since the aerodynamic characteristics of the aircraft are changed by altering the thickness of the wing, it is no longer necessary to process the aerodynamic shape of the aircraft, thus ensuring the integrity of the wing as a whole and not compromising the overall aerodynamic characteristics of the wing. Furthermore, since the aerodynamic load on the trailing edge of the wing is small, unnecessary weight is minimized by adding weight-reducing holes while maintaining the shape of the trailing edge.

[0058] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0059] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0060] Figure 1 This is a three-dimensional structural schematic diagram of the deformable wing of the present invention;

[0061] Figure 2 This is a schematic diagram of the cooperation between the wing rib and the deformation control unit in this invention;

[0062] Figure 3 This is a schematic diagram of the connection relationship on one side of the deformation control unit in this invention;

[0063] Figure 4 This is a schematic diagram of the connection relationship on the other side of the deformation control unit in this invention;

[0064] Figure 5 This is a schematic diagram of a single wing rib structure in this invention;

[0065] Figure 6 This is a schematic diagram of the lower wing skin control plate structure in this invention;

[0066] Figure 7 This is a schematic diagram showing the positional relationship of each component of the deformation control unit and the state of the lower wing surface before the deformation of the deformable wing of the present invention.

[0067] Figure 8 This is a schematic diagram showing the positional relationship of each component of the deformation control unit and the changes in airfoil thickness and camber after the deformable wing of the present invention is deformed.

[0068] In the diagram: 1-wing rib, 101-leading edge section, 102-middle section, 103-trailing edge section, 2-skin, 3-deformation control unit, 4-front upper truss, 5-rear upper truss, 6-front lower truss, 7-rear lower truss, 8-front wing spars, 9-rear wing spars, 10-active control servo, 11-active control rocker arm, 12-following rocker arm, 13-lower wing surface skin control plate, 1301-front section of lower wing surface skin control plate, 1302-middle section of lower wing surface skin control plate, 1303-rear section of lower wing surface skin control plate, 14-limiting rocker arm. Detailed Implementation

[0069] The embodiments of the present invention are described in detail below. These embodiments are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0070] In order to enable aircraft to adjust and change wing thickness according to different flight needs and improve wing aerodynamic performance, this invention proposes a variable thickness deformable wing, including multiple wing ribs, truss assembly, wing spars and skin covering the wing ribs and truss assembly;

[0071] The ribs are arranged along the span of the wing, and each rib includes a leading edge section, a middle section, and a trailing edge section. The leading and trailing edge sections of adjacent ribs are connected by truss assemblies arranged along the span.

[0072] The wing spars pass sequentially through the middle section of the wing ribs along the span of the wing, connecting the wing ribs to form the wing;

[0073] Each of the ribs has an arched through hole at the bottom of its middle section, and a deformation control unit is provided inside the arched through hole;

[0074] The deformation control unit includes an active control servo, an active control rocker arm, a follow-up rocker arm, a lower wing skin control plate, and a limiting rocker arm.

[0075] The lower wing skin control plate is fixedly attached to the inner surface of the lower wing skin. The lower wing skin control plate includes a front section, a middle section, and a rear section. The two ends of the middle section are rotatably connected to one end face of the front section and the rear section, respectively. The other end faces of the front section and the rear section are rotatably connected to the two ends of the arched through-hole opening, respectively.

[0076] One end of the active control rocker arm can rotate under the drive of the active control servo, and the other end is rotatably connected to the upper surface of the rear section of the lower wing skin control plate.

[0077] The two ends of the follow rocker arm are respectively connected to the upper surface of the middle section of the lower wing skin control plate and the lower side wall of the active control rocker arm body.

[0078] The two ends of the limiting rocker arm are respectively rotatably connected to the top sidewall of the arched through hole and the upper sidewall of the active control rocker arm body;

[0079] Upon receiving a signal indicating that the aircraft has deployed or retracted, the active control servo can drive the components of the deformation control unit to rotate outward or inward, and can stop driving and lock when a preset deployment or retraction angle is reached.

[0080] Reference Figure 1 and Figure 2 A variable-thickness deformable wing includes multiple ribs 1, spars, and skin 2 covering the ribs;

[0081] The rib 1 is arranged along the span of the wing and includes a leading edge section 101, a middle section 102 and a trailing edge section 103; the leading edge sections and trailing edge sections of adjacent ribs are respectively connected by truss assemblies.

[0082] The wing spars pass sequentially through the middle section of the wing ribs along the wing span, connecting the wing ribs to form the wing.

[0083] Each of the wing ribs is provided with a deformation control unit 3 at the bottom of the middle section;

[0084] The deformation control unit 3 includes an active control servo 10, an active control rocker arm 11, a following rocker arm 12, a lower wing skin control plate 13, and a limiting rocker arm 14. The active control servo 10, the active control rocker arm 11, the following rocker arm 12, and the limiting rocker arm 14 are disposed in an arched through hole below the middle section sidewall of the wing rib. The lower wing skin control plate 13 is fixed to the inner surface of the lower wing skin by rivets to ensure the integrity of the wing's aerodynamic shape. The lower wing skin control plate 13 includes a front section 1301, a middle section 1302, and a rear section 1303. The two ends of the middle section 1302 are hinged to one end face of the front section 1301 and the rear section 1303, respectively. The other end faces of the front section 1301 and the rear section 1303 are connected to the front and rear inner walls of the wing rib middle section 102, respectively, via hinges.

[0085] Adjacent wing rib leading edge segments 101 are connected by an upper front truss 4 and a lower front truss 6. Each wing rib leading edge segment 101 has symmetrically arranged outward-facing slots on its rear upper and lower edges. The upper front truss 4 and lower front truss 6 are respectively engaged in these slots, fixing the wing rib leading edge segments through positional constraints and providing a supporting framework for the wing leading edge skin. The skin is fixed to the surfaces of the leading edge segments, upper front truss 4, and lower front truss 6 with rivets, forming a wing box structure with adjacent wing ribs. Preferably, the upper front truss 4 and lower front truss 6 have rectangular cross-sections, and the slots are rectangular slots that mate with the upper front truss 4 and lower front truss 6. Since the wing rib leading edge segments 101 bear the incoming airflow and experience significant aerodynamic loads, this invention provides several weight-reducing holes in the leading edge segments. This reduces redundant mass without affecting the structure's load-bearing capacity and resists aerodynamic loads from motion.

[0086] Each of the wing rib midsections 102 has a mounting through hole at both its front and rear midsections. The front spar 8 and rear spar 9 pass through these mounting through holes along the wingspan, connecting each wing rib midsection and providing constraint for each wing rib. Considering the bending resistance requirements of the entire wing under aerodynamic forces, a circular cross-section has stronger bending resistance; therefore, the mounting through holes are circular, and the front spar 8 and rear spar 9 are cylindrical spars that match the circular mounting through holes. Below the midsection 102, there is a downward-opening arched through hole along the wingspan. The front and rear ends of the arched through hole are designed as arc surfaces that match the two end faces of the lower wing skin control plate 13. The arched through hole provides space for the deformation of the lower wing skin control plate 13. The axis of motion of the lower wing skin control plate 13 on each wing rib is aligned with the axis of the front spar 8. The active control servo 10 is fixed to the top wall of the arched through-hole. The active control rocker arm 11, the following rocker arm 12, and the limiting rocker arm 14 are disposed within the arched through-hole cavity, located between the active control servo 10 and the lower wing skin control plate 13. All components are in the same plane of rotation, consistent with the chordal plane of the wing rib, and together form a variable wing rib. The aircraft control system calculates the required aerodynamic capability of the aircraft and controls the deformation of each deformable wing rib. Through the coordinated deformation of each wing component, the wing undergoes continuous deformation, thereby changing the thickness of the entire wing.

[0087] Adjacent wing rib trailing edge segments 103 are connected by an upper rear truss 5 and a lower rear truss 7. Each wing rib trailing edge 103 has symmetrically arranged outward-facing slots on its upper and lower front edges. The upper rear truss 5 and lower rear truss 7 members are respectively engaged in these slots, fixing the wing rib trailing edge segments through positional constraints and providing a supporting framework for the wing trailing edge skin. Adjacent wing ribs are then connected to form a wing box structure by adding additional wing skin. Preferably, the upper rear truss 5 and lower rear truss 7 have rectangular cross-sections, and the slots are rectangular slots that mate with the upper rear truss 5 and lower rear truss 7. Since the wing rib trailing edge segments 103 are responsible for bearing the aerodynamic loads of the entire wing during flight and guide airflow, this invention provides several weight-reducing holes in the trailing edge segments. This reduces redundant mass without affecting the structure's load-bearing capacity and resists aerodynamic loads from motion.

[0088] Reference Figure 3 and Figure 4The active control servo 10 is fixed to one side of the top of the arched through hole below the middle section of the wing rib. A groove is opened on the other side of the top of the arched through hole, and mounting through holes are opened at both ends of the groove. The output shaft of the active control servo 10 passes through the groove and forward to the mounting through hole, and is rotatably connected to one end of the active control rocker arm. One end of the active control rocker arm is provided with an inner gear tooth that mates with the outer gear tooth on the output shaft of the active control servo 10. The other end of the active control rocker arm 11 is hinged to the rear section 1303 of the lower wing skin control plate. The two ends of the rocker arm 12 are respectively connected to the rod of the active control rocker arm 11 and the middle section 1302 of the lower wing skin control plate. One end of the limiting rocker arm 14 is rotatably connected to another mounting through hole in the groove above the arched through hole of the wing rib. The other end of the limiting rocker arm is mounted in the limiting groove on the upper side wall of the active control rocker arm 11 via a rotating shaft. The rotating shaft can slide along the limiting groove when the limiting rocker arm rotates. Under the limitation of the length of the limiting groove, the active control rocker arm 11 can only rotate within the rotation range of the limiting rocker arm, preventing the active control rocker arm from rotating excessively due to the signal error of the active control servo when it is deployed, which would cause damage to the wing rib structure and ensure the structural strength of the aircraft. When the limiting rocker arm rotates to the lower end of the limiting groove, the active control servo stops driving and locks, so that the front section 1301, the middle section 1302, and the rear section 1303 of the lower wing skin control plate are in an extended and straightened state.

[0089] Reference Figure 5 and Figure 6 The lower part of the wing rib has a vertically arranged arched through hole with an opening. The inner walls of the opening of the arched through hole and the two ends of the middle section 1302 of the lower wing skin control plate are provided with arc-shaped bosses along the wingspan. The two ends of the arc-shaped bosses are symmetrically provided with arc-shaped grooves. The two ends of the front section 1301 and the rear section 1303 of the lower wing skin control plate are provided with arc-shaped grooves and arc-shaped bosses that match the arc-shaped bosses and arc-shaped grooves on the inner walls of the middle section 1302 of the lower wing skin control plate and the opening of the arched through hole. This allows the front section 1301 and the rear section 1303 of the lower wing skin control plate to rotate relative to the two ends of the arched through hole of the wing rib and the end of the middle section 1302 of the lower wing skin control plate. Furthermore, since the rib adopts an arched structure as a whole, in order to reduce the impact of the arched through hole at the bottom of the middle section of the rib on the strength of the rib structure, the present invention designs an arc-shaped through groove tangent to the arc-shaped boss and arc-shaped groove on the arched through hole to avoid damage to the rib structure caused by the arched hole.

[0090] In this embodiment of the invention, the variable thickness aircraft wing adopts the CLARK W airfoil. The deformation control process of the wing thickness achieved by the deformable wing of the present invention is described in detail below with reference to the accompanying drawings:

[0091] The deformation process of the deformable wing is mainly accomplished by the active control servo motor 10. The wing surface states include two types: the lower surface skin extended state and the lower surface skin contracted state. The thickness of the wing surface changes through the deformation drive unit to achieve the switching between the two states of the wing surface.

[0092] Reference Figure 7 When the lower surface skin of the wing is fully extended, the front section 1301, the middle section 1302, and the rear section 1303 of the lower wing skin control plate are stretched into a straight line. At this time, the wing airfoil of the aircraft maintains the CLARK W airfoil structure. Under the action of the limiting rocker arm 14 and the active control servo 10, the lower wing skin control plate 13 fixes the aerodynamic shape of the entire lower wing skin to resist aerodynamic loads during flight.

[0093] When a control signal is received from the aircraft control system, the active control servo 10 rotates according to the input signal, driving the active control rocker arm 11 to rotate. The rocker arm 12 then retracts and twists, increasing the curvature of the lower wing surface and reducing its thickness. The active control rocker arm 11 drives the rear section 1302 of the lower wing skin control plate, which is hinged to it, to rotate. At the same time, the rocker arm 12 drives the middle section 1302 of the lower wing skin control plate to rotate upward and translate. The middle section of the lower wing skin control plate drives the front section 1303 of the lower wing skin control plate, which is hinged to it, to retract upward. During this process, one end of the limiting rocker arm 14 rotates around its connection point with the wing rib under the drive of the active control rocker arm 11, while the other end slides along the limiting groove on the active control rocker arm 11. When the active control servo reaches the preset retraction control angle, the active control servo stops rotating and locks. The active control rocker arm, the limiting rocker arm, and the follower rocker arm stop rotating and form a force-bearing structure, causing the front, middle, and rear sections of the lower wing skin control plate to retract upwards, reducing the thickness of the lower wing surface and forming the aerodynamic shape required for aircraft flight. At this time, the deformation control unit can withstand the aerodynamic loads during aircraft flight and change the thickness and shape of the lower wing surface, maintaining the required aerodynamic shape of the aircraft under the stress of the lower wing skin to meet the aerodynamic requirements of the aircraft.

[0094] The state after the wings are folded is as follows Figure 8 As shown, through the analysis of the aerodynamic characteristics of the aircraft, under the condition of Reynolds number 30,000, changing the shape of the lower surface of the wing not only effectively improves the aerodynamic performance of the aircraft, but also improves the control efficiency and flight capability at low Reynolds numbers.

[0095] Reference Figure 8When the lower surface skin of the wing is in the retracted state, the active control servo 10 receives the control signal from the aircraft control system and rotates according to the input signal. The active control servo 10 drives the active control rocker arm 11 to rotate, which in turn drives the follower rocker arm 12 to extend and twist outward, reducing the curvature of the lower wing surface and increasing its thickness. The active control rocker arm 11 drives the rear section 1303 of the lower wing skin control plate, which is hinged to it, to rotate outward, thereby driving the middle section 1302 and the front section 1301 of the lower wing skin control plate to rotate and extend outward. When the active control servo reaches the preset extension and rotation angle, the active control servo stops rotating and locks. The active control rocker arm, the limiting rocker arm, and the follower rocker arm stop rotating and form a force-bearing structure, so that the front section, the middle section, and the rear section of the lower wing skin control plate are fixed in the current state, the thickness of the lower wing surface increases, and the aerodynamic shape required for the flight of the aircraft is formed.

[0096] When the lower wing surface needs to extend to its initial complete airfoil state, the active control servo stops rotating and locks when the front section 1301, middle section 1302, and rear section 1303 of the lower wing skin control plate extend to the same plane. To prevent over-extension and damage to the wing skin due to errors in the active control servo signal, the active control rocker arm rotates into position and locks when the end of the limiting rocker arm 14 is at the lower end of the limiting groove of the active control rocker arm 11, ensuring that the thickness and shape of the lower wing surface are fully extended, satisfying the aerodynamic characteristics required by the aircraft in this state.

[0097] In summary, the variable-thickness deformable wing of the present invention can change the state of the lower skin of the wing according to the different flight conditions of the aircraft through the deformation driving unit, thereby changing the thickness of the wing and the current state of the lower wing surface, effectively improving the aerodynamic performance of the aircraft under different flight conditions.

[0098] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the scope of the technology disclosed in the present invention, and such modifications or substitutions should all be covered within the scope of protection of the present invention.

Claims

1. A morphing wing with variable thickness, characterized in that, It includes multiple ribs, truss assemblies, wing spars, and skin covering the ribs and truss assemblies; The ribs are arranged along the span of the wing, and each rib includes a leading edge section, a middle section, and a trailing edge section. The leading and trailing edge sections of adjacent ribs are connected by truss assemblies arranged along the span. The wing spars pass sequentially through the middle section of the wing ribs along the span of the wing, connecting the wing ribs to form the wing; Each of the ribs has an arched through hole at the bottom of its middle section, and a deformation control unit is provided inside the arched through hole; The deformation control unit includes an active control servo, an active control rocker arm, a follow-up rocker arm, a lower wing skin control plate, and a limiting rocker arm. The lower wing skin control plate is fixedly attached to the inner surface of the lower wing skin. The lower wing skin control plate includes a front section, a middle section, and a rear section. The two ends of the middle section are rotatably connected to one end face of the front section and the rear section, respectively. The other end faces of the front section and the rear section are rotatably connected to the two ends of the arched through-hole opening, respectively. One end of the active control rocker arm can rotate under the drive of the active control servo, and the other end is rotatably connected to the upper surface of the rear section of the lower wing skin control plate. The two ends of the follow rocker arm are respectively connected to the upper surface of the middle section of the lower wing skin control plate and the lower side wall of the active control rocker arm body. The two ends of the limiting rocker arm are respectively rotatably connected to the top sidewall of the arched through hole and the upper sidewall of the active control rocker arm body; After receiving the unfolding or retracting signal input from the aircraft control system, the active control servo can drive each component of the deformation control unit to rotate outward or inward, and can stop driving and lock when the preset unfolding or retracting angle is reached.

2. The deformable wing according to claim 1, characterized in that, The upper and lower edges of the rear end of the leading edge section of the wing rib are symmetrically provided with outward-facing slots; The truss assembly includes a front upper truss and a front lower truss, which are respectively engaged in slots provided at the upper and lower edges of the leading edge sections of adjacent wing ribs along the wingspan direction; The slot is a rectangular slot, and the upper front truss and the lower front truss are rectangular rods that cooperate with the rectangular slot; The leading edge of the wing rib is provided with several weight-reducing holes.

3. The morphing wing according to claim 2, characterized in that, The truss assembly also includes a rear upper truss and a rear lower truss; the front end of the wing rib is provided with symmetrical slots with outward openings on both the upper and lower edges. The upper and lower rear trusses are respectively engaged in slots provided at the upper and lower edges of the trailing edge section of the wing rib along the wingspan direction; The slot is a rectangular slot, and the upper and lower rear trusses are rectangular rods that cooperate with the rectangular slot. The trailing edge of the rib is provided with several weight-reducing holes.

4. The deformable wing according to claim 3, characterized in that, The upper side wall of the active control rocker arm is provided with an elongated limiting hole along its own length direction. The end of the limiting rocker arm is engaged in the limiting hole through a rotating shaft. The rotating shaft can slide along the limiting hole when the limiting rocker arm rotates. The limiting hole is used to prevent the active control rocker arm from over-extending and damaging the wing skin due to errors in the active control servo signal when the wing deforms and extends outward.

5. The deformable wing according to claim 4, characterized in that, The front and rear ends of the middle section of the wing rib are provided with circular through holes; The wing spars include a front wing spars and a rear wing spars, which pass through the circular through holes in sequence to connect each wing rib; The top of the arched through hole is provided with grooves on both sides, and the active control servo is fixedly connected to one side of the groove. The other side of the groove has mounting through holes at both ends. The output shaft of the active control servo motor passes through one of the mounting through holes and is rotatably connected to the active control rocker arm. Another mounting through hole is used for hinged connection with the limiting rocker arm.

6. The deformable wing according to claim 5, characterized in that, The outer wall of the output shaft of the active control servo motor is provided with outer gear teeth; The active control rocker arm has a through hole at its end, and the inner wall of the through hole has inner gear teeth that mesh with the outer gear teeth.

7. The deformable wing according to claim 6, characterized in that, The inner walls at both ends of the arched through-hole opening and the two ends of the middle section of the lower wing skin control plate are provided with arc-shaped bosses along the wing span, and the arc-shaped bosses are provided with arc-shaped grooves at both ends. The front and rear ends of the lower wing skin control plate are provided with arc grooves and arc bosses that match the arc bosses and arc grooves on the inner sidewall of the middle end of the lower wing skin control plate and the opening end of the arched through hole.

8. The deformable wing according to claim 7, characterized in that, The arched through hole has an arc-shaped through groove tangent to it above the arc-shaped boss and arc-shaped groove, which is used to improve the strength of the rib structure.

9. The deformable wing according to claim 1, characterized in that, The deformable wing adopts the CLARK W airfoil.

10. A method for deforming a deformable wing according to any one of claims 1-9, characterized in that, This includes the wing retraction process and the wing extension process; The wing retraction process specifically includes: Step 1: The aircraft control system sends a wing retraction and deformation control signal. The active control servo receives the signal, unlocks, and drives the active control rocker arm to rotate upward. Step 2: The active control rocker arm drives the follower rocker arm to rotate upward, and at the same time drives the rear section of the lower wing skin control plate and the limiting rocker arm to rotate upward. The rocker arm drives the middle section of the lower wing skin control plate to rotate upward and translate; the middle section of the lower wing skin control plate drives the front section of the lower wing skin control plate to rotate upward. Step 3: When the active control servo rotates to the preset retraction angle, the active control servo stops rotating and locks. The active control rocker arm, the limiting rocker arm, and the following rocker arm limit the front section, the middle section, and the rear section of the lower wing skin control plate to the current state, forming the aerodynamic shape required for the aircraft; the wing retraction process ends. The wing extension process includes: Step a: The aircraft control system sends a wing extension and deformation control signal, and the active control servo receives the signal, unlocks and drives the active control rocker arm to rotate downward. Step b, the active control rocker arm drives the follower rocker arm to rotate downward, and at the same time drives the rear section of the lower wing skin control plate and the limiting rocker arm to rotate downward; The rocker arm drives the middle section of the lower wing skin control plate to rotate downwards and translate; the middle section of the lower wing skin control plate drives the front section of the lower wing skin control plate to rotate downwards. Step c: When the active control servo rotates to the preset deployment angle, the active control servo stops rotating and locks. The active control rocker arm, the limiting rocker arm, and the following rocker arm limit the front section, the middle section, and the rear section of the lower wing skin control plate to the current state, forming the aerodynamic shape required for the aircraft; the wing extension process ends.

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