Multi-stage wing morphing aircraft

Abstract

The invention provides a multi-stage wing morphing aircraft which comprises an aircraft body and two wing sets symmetrically arranged on the two sides of the aircraft body, each wing set comprises a plurality of wings connected in sequence, and the adjacent wings in the same wing set are movably connected through connecting rods; wherein each wing is provided with a groove, and a rotating shaft fixedly connected with the corresponding wing is fixedly arranged in each groove; shaft sleeves are fixedly connected to two ends of the connecting rod, the shaft sleeve at one end of the connecting rod sleeves the rotating shaft of one of the adjacent wings, and the shaft sleeve at the other end of the connecting rod sleeves the rotating shaft of the other wing. The wing sets comprising the multiple wings connected through the connecting rods are arranged on the two sides of the fuselage, the unfolding degree of the wing sets can be controlled by controlling the connecting rods to rotate around the rotating shafts fixedly arranged in the wings, and the wing control flexibility and the structure conciseness can be considered; on the basis of meeting the aspect ratio requirements of the aircraft in different flight stages, the complexity of the wing mechanism is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a multi-stage wing variant aircraft. Background Art

[0002] The amount of resistance encountered by an aircraft during operation is an important factor affecting its fuel consumption. Increasing the aspect ratio of an aircraft is one of the most effective means to achieve the goal of reducing the air resistance encountered by an aircraft. Aircraft with a large aspect ratio have greatly increased their space requirements for take-off and landing sites. Not only do they require a larger runway width, but they also need to meet higher take-off and landing weather conditions to resist the problem of reduced wing structural stiffness leading to poor gust resistance and flutter. It is difficult to implement the method of increasing the aspect ratio by simply adjusting the wing size ratio. In the related art, the aircraft wing is set as a variable structure, and the aspect ratio is adjusted in different flight stages by telescoping and other methods, thereby providing a large aspect ratio during flight while reducing the requirements for take-off and landing conditions. However, the variable structure of the aircraft wing in the related art is often complex in structure, which not only greatly increases the difficulty of maintenance, but also increases the weight burden of the aircraft. Summary of the invention

[0003] The present application provides a multi-stage wing variant aircraft, which reduces the complexity of the wing mechanism while ensuring the control flexibility of the wing and meeting the aspect ratio requirements of the aircraft in different flight phases.

[0004] The present application provides a multi-stage wing variant aircraft, comprising a fuselage and two wing groups symmetrically arranged on both sides of the fuselage, the wing group comprising a plurality of wings connected in sequence, and adjacent wings in the same wing group are movably connected via a connecting rod; wherein each wing is provided with a groove, in which a rotating shaft fixedly connected to the wing is fixedly arranged; both ends of the connecting rod are fixedly connected with shaft sleeves, the shaft sleeve at one end of the connecting rod is sleeved on the rotating shaft of one of the adjacent wings, and the shaft sleeve at the other end of the connecting rod is sleeved on the rotating shaft of the other wing of the adjacent wings.

[0005] Optionally, the wing group includes a fixed wing fixedly connected to the fuselage, a first movable wing and a second movable wing; the first movable wing is connected in series between the fixed wing and the second movable wing through a connecting rod; a first groove is provided on the upper surface of the fixed wing on the side away from the fuselage; a second groove is provided on the lower surface of the first movable wing on the side close to the fuselage, and a third groove is provided on the upper surface of the first movable wing on the side away from the fuselage; a fourth groove is provided on the lower surface of the second movable wing on the side close to the fuselage; a rotating shaft is fixedly arranged in the first groove, the second groove, the third groove and the fourth groove, and the first groove, the second groove, the third groove and the fourth groove are all used to accommodate part of the connecting rod.

[0006] Optionally, it also includes a fixing piece; the rotating shafts arranged on the first movable wing and the second movable wing are provided with openings for inserting the fixing piece, and the corresponding positions of the sleeves are provided with openings for passing the fixing piece; the fixing piece is controlled to be plugged into or out of the rotating shaft.

[0007] Optionally, at least one of the rotating shafts of the first movable wing and the second movable wing is provided with a through hole for inserting a fixing member, and openings for passing the fixing member are provided on both sides of the corresponding position of the sleeve; the length of the fixing member is greater than the distance between the two openings of the sleeve.

[0008] Optionally, a bottom surface of at least one of the first groove, the second groove, the third groove and the fourth groove is provided with an accommodating cavity for accommodating at least part of the fixing member; the fixing member is controlled to disengage from the rotating shaft and enter the accommodating cavity.

[0009] Optionally, the rotation axis in the second groove is arranged at the lift center or the center of gravity of the first movable wing; the rotation axis in the fourth groove is arranged at the lift center or the center of gravity of the second movable wing.

[0010] Optionally, the trailing edges of the first movable wing and the second movable wing are both provided with a plurality of ailerons, and the ailerons can be controlled to deflect up and down to generate aerodynamic force and rolling moment for driving the first movable wing and the second movable wing to unfold or fold.

[0011] Optionally, the spacing between the rotation axes in adjacent wings is equal to the length of the connecting rod.

[0012] Optionally, the length of the connecting rod is determined according to the length of the wing connected to the connecting rod that is away from the fuselage, and the length of the connecting rod is positively correlated with the length of the wing connected to the connecting rod that is away from the fuselage; and / or, the length of the connecting rod is determined according to the spacing between the wings connected to the connecting rod when they are stacked, and the length of the connecting rod is positively correlated with the spacing between the wings connected to the connecting rod when they are stacked.

[0013] Optionally, the wing group has an unfolded state and a folded state; in the unfolded state, each wing extends along the same straight line to form a plane; in the folded state, each wing is stacked in a direction perpendicular to the plane.

[0014] Optionally, the multi-stage wing variant aircraft also includes a controller for controlling the wings to open in sequence from close to the fuselage to far away from the fuselage, so that the wing group opens from a folded state to an unfolded state.

[0015] By adopting the multi-stage wing variant aircraft provided by the present application, wing groups including multiple wings connected by connecting rods are arranged on both sides of the fuselage. The deployment degree of the wing group can be controlled by controlling the connecting rods to rotate around a rotation axis fixed in the wing. This can take into account both the flexibility of wing control and the simplicity of structure. On the basis of meeting the aspect ratio requirements of the aircraft in different flight phases, it is beneficial to reduce the complexity of the wing mechanism. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a structural schematic diagram of a multi-stage wing variant aircraft provided by an embodiment of the present application;

[0017] Figure 2 It is a partial structural schematic diagram of a multi-stage wing variant aircraft provided by an embodiment of the present application;

[0018] Figure 3 It is a partial structural schematic diagram of a multi-stage wing variant aircraft provided by an embodiment of the present application;

[0019] Figure 4 This is a schematic diagram of the connection between the connecting rod and the rotating shaft in a multi-stage wing variant aircraft provided by an embodiment of the present application;

[0020] Figure 5 It is a schematic diagram of connecting rod length setting in a multi-stage wing variant aircraft provided by an embodiment of the present application;

[0021] Figure 6 is a partial structural schematic diagram of a multi-stage wing variant aircraft provided by another embodiment of the present application;

[0022] Figure 7 is a partial structural schematic diagram of a multi-stage wing variant aircraft provided by another embodiment of the present application;

[0023] Figure 8-1 It is a schematic diagram of the positions of fixing parts in a multi-stage wing variant aircraft provided by an embodiment of the present application;

[0024] Figure 8-2 is a schematic diagram of the positions of fixing parts in a multi-stage wing variant aircraft provided by another embodiment of the present application;

[0025] Fig. 9 is a structural schematic diagram of a wing provided by an embodiment of the present application;

[0026] Fig.10 is a schematic diagram of a multi-stage wing variant aircraft in a folded state provided by an embodiment of the present application;

[0027] Fig.11is a schematic diagram of the position of the fixing parts when the multi-stage wing variant aircraft provided by an embodiment of the present application is in a folded state;

[0028] Fig.12 is a schematic diagram of a multi-stage wing variant aircraft in an intermediate state provided by an embodiment of the present application;

[0029] Fig.13 is a schematic diagram of a multi-stage wing variant aircraft provided by an embodiment of the present application in another intermediate state;

[0030] Fig.14 This is a schematic diagram of the action of the connecting rods of a multi-stage wing shape-shifting aircraft during the deployment process provided by an embodiment of the present application;

[0031] Fig.15 is another schematic diagram of the action of the connecting rod of the multi-stage wing shape-shifting aircraft during the deployment process provided by one embodiment of the present application;

[0032] Fig.16 is a schematic diagram of a multi-stage wing variant aircraft provided by an embodiment of the present application in another intermediate state;

[0033] Fig.17 is a schematic diagram of a multi-stage wing variant aircraft provided by an embodiment of the present application in another intermediate state;

[0034] Fig.18 is a schematic diagram of a multi-stage wing variant aircraft provided by an embodiment of the present application in another intermediate state;

[0035] Fig.19 It is a schematic diagram of a multi-stage wing variant aircraft in an unfolded state provided by an embodiment of the present application.

[0036] Reference numerals

[0037] 10: fuselage; 11: horizontal tail; 12: vertical tail; 20: wing; 21: fixed wing; 22: first movable wing; 23: second movable wing; 30: groove; 40: rotating shaft; 50: connecting rod; 201: first wing; 202: second wing; 203: third wing; 204: fourth wing; 501: first connecting rod; 502: second connecting rod; 503: third connecting rod; 60: bushing; 70: fixing part; 80: aileron. DETAILED DESCRIPTION

[0038] Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings.

[0039] Combination Figures 1 to 19 , the present application provides a multi-stage wing variant aircraft.

[0040] Combination Figures 1 to 4 As shown, an embodiment of the present application provides a multi-stage wing variant aircraft, including a fuselage 10 and two wing groups symmetrically arranged on both sides of the fuselage 10, the wing group includes a plurality of wings 20 connected in sequence, and adjacent wings 20 in the same wing group are movably connected by a connecting rod 50.

[0041] Each wing 20 is provided with a groove 30, and a rotation shaft 40 fixedly connected to the wing 20 is fixedly arranged in the groove 30. Both ends of the connecting rod 50 are fixedly connected with a shaft sleeve 60, and the shaft sleeve 60 at one end of the connecting rod 50 is sleeved on the rotation shaft 40 of one wing 20 among the adjacent wings 20, and the shaft sleeve 60 at the other end of the connecting rod 50 is sleeved on the rotation shaft 40 of the other wing 20 among the adjacent wings 20.

[0042] The multi-stage wing variant aircraft provided in the embodiment of the present application is provided with wing groups including multiple wings connected by connecting rods 50 on both sides of the fuselage 10. The deployment degree of the wing group can be controlled by controlling the connecting rods 50 to rotate around a rotating shaft 40 fixedly arranged in the wing 20. This can take into account both the control flexibility and structural simplicity of the wing 20. On the basis of meeting the aspect ratio requirements of the aircraft in different flight phases, it is beneficial to reduce the complexity of the wing 20 mechanism.

[0043] The multi-stage wing variant aircraft also includes a horizontal tail 11 and a vertical tail 12, which cooperate with the wing group to achieve flight control.

[0044] In some embodiments, the wing assembly includes a fixed wing 21 fixedly connected to the fuselage 10 and a movable wing movably connected to the fixed wing 21 through a connecting rod 50. A first groove is provided on the upper surface of the fixed wing 21 on the side away from the fuselage 10, and a second groove is provided on the lower surface of the movable wing on the side close to the fuselage 10. One end of the connecting rod 50 is rotatably connected to the rotating shaft 40 in the first groove, and the other end is rotatably connected to the rotating shaft 40 in the second groove. In this way, when the connecting rod 50 is controlled to rotate so that the movable wing overlaps with the fixed wing 21, the movable wing is above the fixed wing 21. On the one hand, it is conducive to avoiding the risk of collision with ground obstacles caused by the too low storage position of the movable wing. On the other hand, considering that the connection between the fixed wing 21 and the fuselage 10 is more stable, it is conducive to reducing the influence of resistance on the movable wing before landing, thereby improving the storage stability of the wing 20. At the same time, setting the first groove and the second groove of the wing 20 as blind grooves is beneficial to avoid the formation of large gaps on the surface of the wing 20, thereby helping to improve the stability of the airflow when flowing through the surface of the wing 20, and further helping to improve the stability of the aircraft during flight and improve aerodynamic efficiency.

[0045] Continue to combine Figure 1As shown, in some embodiments, the wing group includes a fixed wing 21 fixedly connected to the fuselage 10 and a plurality of movable wings. Specifically, in some embodiments, the wing group includes a fixed wing 21 fixedly connected to the fuselage 10, a first movable wing 22 and a second movable wing 23. The first movable wing 22 is connected in series between the fixed wing 21 and the second movable wing 23 through a connecting rod 50, and the first movable wing 22 is provided with one or more. A first groove is provided on the upper surface of the fixed wing 21 on the side away from the fuselage 10; a second groove is provided on the lower surface of the first movable wing 22 on the side close to the fuselage 10, and a third groove is provided on the upper surface of the first movable wing 22 on the side away from the fuselage 10; a fourth groove is provided on the lower surface of the second movable wing 23 on the side close to the fuselage 10; a rotating shaft 40 is fixedly provided in each of the first groove, the second groove, the third groove and the fourth groove, and the first groove, the second groove, the third groove and the fourth groove are all used to accommodate part of the connecting rod 50. In this way, one side of the wing is divided into multiple sections, and the length formed after folding is smaller, which is conducive to further reducing the aspect ratio of the wing, while almost no loss of the effective lift area of ​​the wing. At the same time, the multi-stage truss formed after the multi-stage wing is stacked has a higher structural rigidity, so that the aircraft has better resistance to gusts and flutter during takeoff and landing, and the requirements for the width of the take-off and landing site, meteorological conditions, etc. are further reduced. When the connecting rod 50 is controlled to rotate so that each movable wing overlaps with the fixed wing 21, the movable wing is gradually stored above the fixed wing 21. On the one hand, it is conducive to avoiding the risk of collision with ground obstacles caused by the too low storage position of the movable wing. On the other hand, considering that the connection between the fixed wing 21 and the fuselage 10 is more stable, it is conducive to reducing the influence of smaller resistance on the movable wing when it is not on the ground, and improving the stability of the wing 20 storage. At the same time, the first groove, the second groove, the third groove and the fourth groove opened on the wing 20 are all set as blind grooves, which is beneficial to avoid the formation of large gaps on the surface of the wing 20, thereby helping to improve the stability of the airflow when flowing through the surface of the wing 20, and further helping to improve the stability of the aircraft during flight and improve aerodynamic efficiency.

[0046] The aforementioned fixed wing 21 is connected to the lower middle part of the fuselage, leaving space for the folded first movable wing 22 and the second movable wing 23 .

[0047] In some embodiments, the lengths of the first movable wing 22 and the second movable wing 23 in the direction in which the wing group extends are equal. In some embodiments, the lengths of the fixed wing 21, the first movable wing 22 and the second movable wing 23 in the direction in which the wing group extends are equal. In this way, when the wings 20 are stacked, a more orderly arrangement of the wings 20 can be achieved, reducing the impact of airflow on the wings 20 at each level.

[0048] Here, the arrangement of the connecting rod 50 is further described.

[0049] In some embodiments, the spacing between the rotation shafts 40 in adjacent wings 20 is equal to the length of the connecting rod 50. In this way, when the adjacent wings 20 are unfolded and in the same plane, a close connection between the adjacent wings 20 can be achieved, which is beneficial to improving the stability of the airflow when it flows through the surface of the wing 20, thereby improving the stability of the aircraft during flight and improving the aerodynamic efficiency.

[0050] In some embodiments, the length of the connecting rod 50 is determined according to the length of the wing 20 far away from the fuselage 10 among the wings 20 connected by the connecting rod 50, and the length of the connecting rod 50 is positively correlated with the length of the wing 20 far away from the fuselage 10 among the wings 20 connected by the connecting rod 50. That is, among the two wings 20 connected by the connecting rod 50, the longer the length of the wing 20 far away from the fuselage 10 is, the longer the length of the connecting rod 50 is, so as to meet the requirements of the two adjacent wings 20 being fully unfolded.

[0051] In some embodiments, the length of the connecting rod 50 is determined according to the spacing of the wings 20 connected to the connecting rod 50 when they are stacked, and the length of the connecting rod 50 is positively correlated with the spacing of the wings 20 connected to the connecting rod 50 when they are stacked. During implementation, the height of the fuselage 10 is fixed, and correspondingly, the height setting range of each wing 20 in the wing group after being stacked is also limited. Therefore, when designing the specific connection conditions inside the wing group, it is also necessary to consider the spacing range limitation between the wings 20 and the wings 20 in the stacked setting. In the case of a larger spacing, the length of the connecting rod 50 is larger, thereby meeting the switching requirements of the two different forms of deployment and stacking.

[0052] Combination Figure 5 Here, taking the connecting rod 50 between the fixed wing 21 and the movable wing connected to the fixed wing 21 as an example, the setting of the length of the connecting rod 50 is specifically described. Figure 5 The fixed wing 21 and the first movable wing 22 are connected by a first connecting rod 501. Figure 5 The first movable wing 22 shown in FIG. 1 is a schematic diagram of the positions of the same first movable wing 22 in two different states: unfolded and stacked with the fixed wing 21.

[0053] At this time, the length l of the first connecting rod 501, the half span b2 of the exposed portion of the fixed wing 21, and the distance d between the fixed wing 21 and the first movable wing 22 satisfy:

[0054] (b2-l) 2 +d 2 = l 2 .

[0055] Based on this, the length l of the first connecting rod 501 can be further obtained as:

[0056]

[0057] Therefore, the length l of the first connecting rod 501 only needs to satisfy this quantitative relationship and can be arranged at any position between the two wings.

[0058] In some embodiments, the rotation shaft 40 in the second groove is disposed at the lift center or the center of gravity of the first movable wing 22. In some embodiments, the rotation shaft 40 in the fourth groove is disposed at the lift center or the center of gravity of the second movable wing 23. This is conducive to improving the stability of the flight control process.

[0059] Combination Figure 6 and Figure 7 As shown, in some embodiments, the multi-stage wing variant aircraft further includes a fixing member 70. The rotating shaft 40 provided on the first movable wing 22 and the second movable wing 23 is provided with an opening for inserting the fixing member 70, and the corresponding position of the sleeve 60 is provided with an opening for passing the fixing member 70, and the fixing member 70 is controlled to be plugged into or out of the rotating shaft 40. Figure 8-1 As shown, when the fixing member 70 is plugged into the rotating shaft 40, the fixing member 70 passes through the opening of the sleeve 60 and is inserted into the opening of the rotating shaft 40, thereby locking the sleeve 60 and the rotating shaft 40, so that the sleeve 60, that is, the connecting rod 50, cannot rotate around the rotating shaft 40, thereby preventing the wing 20 from performing unset movements due to airflow fluctuations, which is beneficial to improving the accuracy of the wing group shape control. Figure 8-2 As shown, after the fixing member 70 is disengaged from the rotating shaft 40 , the fixing member 70 no longer locks the shaft sleeve 60 and the rotating shaft 40 , and the shaft sleeve 60 can drive the connecting rod 50 to rotate around the rotating shaft 40 .

[0060] In some embodiments, the rotating shaft provided on the fixed wing 21 is provided with an opening for inserting the fixing member 70, and the corresponding position of the sleeve 60 is provided with an opening for passing the fixing member 70, and the fixing member 70 is controlled to be plugged into or disengaged from the rotating shaft 40. In this way, the reliability of the connection control between the fixed wing 21 and the first movable wing 22 connected to the fixed wing 21 is improved.

[0061] Continue to combine Figure 8-1 and Figure 8-2 As shown, further, in some embodiments, at least one of the rotating shafts 40 provided on the first movable wing 22 and the second movable wing 23 is provided with a through hole for inserting the fixing member 70, and openings for passing the fixing member 70 are provided on both sides of the corresponding position of the sleeve 60. The length of the fixing member 70 is greater than the spacing between the two openings provided on the sleeve 60. In this way, when the fixed shaft is plugged into the rotating shaft 40, it can be inserted into the rotating shaft 40, and the two ends thereof can pass through the two openings provided on the sleeve 60, which is conducive to improving the stability of the fixing between the rotating shaft 40 and the sleeve 60 in the plugged state, and avoiding relative rotation between the connecting rod 50 and the rotating shaft 40.

[0062] Furthermore, combined with Figure 8-2 As shown, in some embodiments, a bottom surface of at least one of the first groove, the second groove, the third groove, and the fourth groove is provided with an accommodating cavity for accommodating at least part of the fixing member 70; the fixing member 70 is controlled to be disengaged from the rotating shaft 40 and enter the accommodating cavity. That is, in the disengaged state, at least part of the fixing member 70 is controlled to enter the accommodating cavity to achieve storage, which is conducive to reducing the risk of the fixing member 70 being exposed to the fast airflow and damaged. At this time, the sleeve 60 can drive the connecting rod 50 and the rotating shaft 40 to rotate relative to each other. In the plug-in state, the fixing member 70 is disengaged from the accommodating cavity and plugged with the rotating shaft 40 to achieve relative fixation between the sleeve 60 and the rotating shaft 40. At this time, the connecting rod 50 cannot rotate relative to the rotating shaft 40. In some embodiments, the accommodating cavity can accommodate all the fixing members 70, thereby further reducing the risk of the fixing member 70 being exposed to the fast airflow and damaged.

[0063] In some embodiments, a plurality of fixing members 70 are provided corresponding to the same rotating shaft 40, that is, a plurality of holes for inserting the fixing members 70 are provided on the same rotating shaft 40, and a corresponding hole for passing the fixing members 70 is provided at a corresponding position of the sleeve 60. This is conducive to improving the stability of the fixing between the sleeve 60 and the rotating shaft 40. For example, two fixing members 70 may be provided corresponding to the same rotating shaft 40.

[0064] Specifically, in some embodiments, the fixing member 70 is an electric push rod, which can be controlled to be fixed at a set position, so as to achieve the switching between the two states of being plugged into the rotating shaft 40 and being disconnected from the rotating shaft 40 .

[0065] Combination Fig. 9 As shown, in some embodiments, the trailing edges of the first movable wing 22 and the second movable wing 23 are both provided with a plurality of ailerons 80, and the ailerons 80 can be controlled to deflect up and down to generate aerodynamic force and rolling moment for driving the first movable wing 22 and the second movable wing 23 to unfold or fold. In this way, the control of the unfolding or folding of the first movable wing 22 and the second movable wing 23 can be achieved by controlling the deflection of the ailerons 80 provided on the first movable wing 22 and the second movable wing 23, thereby achieving control of different unfolding conditions of the wing group. The deformation process can be achieved by using the ailerons 80 for aerodynamic control without mechanical drive, which is conducive to reducing the weight of the deformation-related structure. At the same time, after folding, the effective lift area of ​​the wing 20 is almost unchanged, reducing the influence of the folding process on the lift effective area.

[0066] During the implementation process, corresponding aileron 80 control logic is set in response to different wing 20 motion requirements, and the corresponding aileron 80 control logic is called according to the current wing 20 motion requirements to achieve control.

[0067] Combination Figures 10 to 19 As shown, the wing group has an expanded state and a folded state. In the expanded state, each wing 20 extends along the same straight line to form a plane; in the folded state, each wing 20 is stacked in a direction perpendicular to the plane. That is, each wing 20 is arranged in parallel. When the number of wings 20 in the same wing group is greater than 2, that is, there are fixed wings 21, a first movable wing 22 and a second movable wing 23, there is an intermediate state between the expanded state and the folded state in which part of the wings 20 extend along the same straight line and part are stacked. The process of switching from the expanded state to the folded state, and the process of switching from the folded state to the expanded state, needs to go through this intermediate state. Among them Fig.10 In folded state, Fig.19 When the wing group is in the folded state, the multi-stage truss formed by the stacking of multiple wings has higher structural rigidity, so that the aircraft has better resistance to gusts and flutter during takeoff and landing, and the requirements for the width of the takeoff and landing site, meteorological conditions, etc. are further reduced.

[0068] In some embodiments, each wing 20 is connected to the fuselage 10 in the folded state to form a rigid connection, and the rigid connection is disconnected during the deformation process. In this way, it is beneficial to ensure the stability of the wing group in the folded state and avoid shaking or even unset unfolding actions. Specifically, in the folded state, each wing 20 is connected to the fuselage 10 through a connecting mechanism. At least part of the connecting mechanism is provided on both sides of the fuselage 10 corresponding to the position of the wing 20 in the folded state to achieve a fixed connection between the wing 20 and the fuselage 10. For example, the fixed connection can be achieved by matching the fixing member with the receiving hole.

[0069] In some embodiments, the multi-stage wing variant aircraft further includes a controller. The controller is used to control the wings 20 to open in sequence from close to the fuselage 10 to far away from the fuselage 10, so that the wing group opens from a folded state to an unfolded state. This is conducive to ensuring the stability of the wing group during the unfolding process. In some embodiments, the controller is also used to control the wings 20 to fold in sequence from far away from the fuselage 10 to close to the fuselage 10, so that the wing group folds from an unfolded state to a folded state. This is conducive to ensuring the stability of the wing group during the unfolding process.

[0070] Combine the following Figures 10 to 19 As shown, the process of opening the wing assembly from a folded state to an unfolded state is specifically described by way of example.

[0071] One wing group includes a first wing 201, a second wing 202, a third wing 203 and a fourth wing 204, wherein the first wing 201 is a fixed wing 21, the second wing 202 and the third wing 203 belong to the first movable wing 22, and the fourth wing 204 belongs to the second movable wing 23. The first wing 201 and the second wing 202 are connected by a first connecting rod 501, the second wing 202 and the third wing 203 are connected by a second connecting rod 502, and the third wing 203 and the fourth wing 204 are connected by a third connecting rod 503. Another wing group is symmetrically arranged relative to the fuselage 10 with the same structure, and the changes of the two wing groups during the operation are completely symmetrical and synchronous. The following only describes the operation of the wing group provided with the first wing 201, the second wing 202, the third wing 203 and the fourth wing 204.

[0072] When the wing assembly is in the folded state, Fig.10 As shown, the first wing 201, the second wing 202, the third wing 203 and the fourth wing 204 are stacked from bottom to top along the fuselage 10. Fig.11 As shown, at this time, each fixing member 70 is inserted into the opening of the corresponding rotating shaft 40 and the sleeve 60, and each sleeve 60 is relatively fixed to the rotating shaft 40 it surrounds, that is, each connecting rod 50 (taking the first connecting rod 501 as an example) cannot rotate around the rotating shaft 40, and each wing 20 is locked in a relatively static state.

[0073] The controller controls the fixing member 70 used to fix the first link 501 and the rotation axis 40 of the second wing 202 to be separated from the rotation axis 40, and controls the aileron 80 to adjust the deflection angle. At this time, the second wing 202, the third wing 203 and the fourth wing 204 are still locked and rotate relative to the first wing 201 around the first link 501 as a whole. Under the action of the aileron 80, the wing group moves as follows: Fig.12 The state shown enters Fig.13 The first intermediate state is shown. In the first intermediate state, the first wing 201 and the second wing 202 extend along the same straight line to form a plane; the second wing 202, the third wing 203 and the fourth wing 204 are stacked in a direction perpendicular to the plane. After reaching the first intermediate state, the rotation shaft 40 on the second wing 202 and the first connecting rod 501 are locked by the fixing member 70 to prevent movement, thereby realizing the motion locking between the first wing 201 and the second wing 202.

[0074] After the motion locking between the first wing 201 and the second wing 202 is completed, Fig.14 , 15As shown, the controller controls the fixing members 70 at both ends of the second link 502 to disengage from the rotation shaft 40, so that the second link 502 can rotate relative to the rotation shaft 40 at both ends, that is, the second wing 202 and the third wing 203 can rotate relative to each other. The controller controls the aileron 80 to adjust the deflection angle, and the third wing 203 and the fourth wing 204 remain locked and rotate relative to the second wing 202 as a whole around the second link 502. Under the action of the aileron 80, the wing assembly moves as shown in FIG. Fig.16 The state shown enters Fig.17 The second intermediate state is shown. In the second intermediate state, the first wing 201, the second wing 202 and the third wing 203 extend along the same straight line to form a plane; the third wing 203 and the fourth wing 204 are stacked in a direction perpendicular to the plane. After reaching the second intermediate state, the rotation shaft 40 on the third wing 203 and the second connecting rod 502 are locked by the fixing member 70 to prevent movement, thereby achieving motion locking between the second wing 202 and the third wing 203.

[0075] After the motion locking between the second wing 202 and the third wing 203 is completed, similar to the previous opening process, the controller controls the fixing members 70 at both ends of the third link 503 to disengage from the rotation shaft 40, so that the third link 503 can rotate relative to the rotation shaft 40 at both ends, that is, the third wing 203 and the fourth wing 204 can rotate relative to each other. The controller controls the aileron 80 to adjust the deflection angle. Under the action of the aileron 80, the wing assembly moves as follows: Fig.18 The state shown enters Fig.19 The unfolded state shown is fully unfolded. In the unfolded state, the first wing 201, the second wing 202, the third wing 203 and the fourth wing 204 extend along the same straight line to form a plane. After reaching the unfolded state, the rotation axis 40 on the fourth wing 204 and the third connecting rod 503 are locked by the fixing member 70 to prevent movement, thereby realizing the motion locking between the third wing 203 and the fourth wing 204. The unfolding process is completed.

[0076] The process of folding the wing assembly from the unfolded state to the folded state is opposite to the above process and will not be repeated here.

[0077] In the description of the present application, it should be understood that the terms "first", "second", etc. are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first", "second", etc. may explicitly or implicitly include at least one of the features. In the description of the present application, "plurality" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

Claims

1. A multi-stage wing shape-shifting aircraft, characterized in that: It comprises a fuselage and two wing groups symmetrically arranged on both sides of the fuselage, wherein the wing group comprises a plurality of wings connected in sequence, and adjacent wings in the same wing group are movably connected by connecting rods; Wherein, each wing is provided with a groove, and a rotating shaft fixedly connected to the wing is fixedly arranged in the groove; Both ends of the connecting rod are fixedly connected with shaft sleeves. The shaft sleeve at one end of the connecting rod is sleeved on the rotation shaft of one wing of the adjacent wings, and the shaft sleeve at the other end of the connecting rod is sleeved on the rotation shaft of the other wing of the adjacent wings.

2. The multi-stage wing morphing aircraft according to claim 1, characterized in that: The wing assembly comprises a fixed wing fixedly connected to the fuselage, a first movable wing and a second movable wing; the first movable wing is connected in series between the fixed wing and the second movable wing through a connecting rod; A first groove is formed on the upper surface of the fixed wing on a side away from the fuselage; A second groove is formed on the lower surface of the first movable wing on a side close to the fuselage, and a third groove is formed on the upper surface of the first movable wing on a side away from the fuselage; A fourth groove is formed on the lower surface of the second movable wing on a side close to the fuselage; The rotating shaft is fixedly disposed in the first groove, the second groove, the third groove and the fourth groove, and the first groove, the second groove, the third groove and the fourth groove are used to accommodate part of the connecting rod.

3. The multi-stage wing morphing aircraft according to claim 2, characterized in that: It also includes fixings; The rotating shafts of the first movable wing and the second movable wing are provided with openings for inserting the fixing member, and the corresponding positions of the shaft sleeves are provided with openings for passing the fixing member; The fixing member is controlled to be plugged into or disengaged from the rotating shaft.

4. The multi-stage wing morphing aircraft according to claim 3, characterized in that: At least one of the rotation shafts of the first movable wing and the second movable wing is provided with a through hole for the fixing member to be inserted into, and openings for the fixing member to pass through are provided on both sides of the corresponding position of the sleeve; The length of the fixing member is greater than the distance between the two openings of the sleeve.

5. The multi-stage wing morphing aircraft according to claim 3, characterized in that: A bottom surface of at least one of the first groove, the second groove, the third groove and the fourth groove is provided with an accommodating cavity for accommodating at least part of the fixing member; The fixing member is controlled to be disengaged from the rotating shaft and enter into the accommodating cavity.

6. The multi-stage wing morphing aircraft according to claim 2, characterized in that: The rotation axis in the second groove is arranged at the lift center or gravity center of the first movable wing; The rotation axis in the fourth groove is arranged at the lift center or gravity center of the second movable wing.

7. The multi-stage wing morphing aircraft according to claim 2, characterized in that: The trailing edges of the first movable wing and the second movable wing are both provided with a plurality of ailerons, and the ailerons can be controlled to deflect up and down to generate aerodynamic force and rolling moment for driving the first movable wing and the second movable wing to unfold or fold.

8. The multi-stage wing morphing aircraft according to claim 1, characterized in that: The spacing between the rotation axes in adjacent wings is equal to the length of the connecting rod.

9. The multi-stage wing morphing aircraft according to claim 1, characterized in that: The length of the connecting rod is determined according to the length of the wing connected to the connecting rod and away from the fuselage, and the length of the connecting rod is positively correlated with the length of the wing connected to the connecting rod and away from the fuselage; and / or The length of the connecting rod is determined according to the spacing between the wings connected to the connecting rod when they are stacked, and the length of the connecting rod is positively correlated with the spacing between the wings connected to the connecting rod when they are stacked.

10. The multi-stage wing morphing aircraft according to claim 1, characterized in that: The wing assembly has an unfolded state and a folded state; In the unfolded state, each of the wings extends along the same straight line to form a plane; In the folded state, the wings are stacked in a direction perpendicular to the plane.

11. The multi-stage wing morphing aircraft according to claim 10, characterized in that: Also includes: The controller is used to control the wings to open in sequence from close to the fuselage to far away from the fuselage, so that the wing group opens from the folded state to the unfolded state.

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