Multistage wing morphing aircraft

Abstract

The application provides a multi-stage wing variable aircraft, comprising a fuselage and two wing groups symmetrically arranged on both sides of the fuselage, wherein each wing group comprises a plurality of wings connected in sequence, and adjacent wings in the same wing group are movably connected through connecting rods; wherein each wing is provided with a groove, and a rotating shaft fixedly arranged in the groove is fixedly connected with the wing; the connecting rod is fixedly connected with a shaft sleeve at both ends, 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 of the adjacent wings. The wing groups including the wings connected through the connecting rods are arranged on both sides of the fuselage, and the degree of unfolding of the wing groups can be controlled by controlling the rotation of the connecting rods around the rotating shafts fixedly arranged in the wings, so that the flexibility of the wing control and the simplicity of the structure can be considered, and 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] This invention relates to the field of aircraft technology, and more particularly to a multi-stage wing variant aircraft. Background Technology

[0002] The magnitude of drag experienced by an aircraft during operation is a crucial factor affecting its fuel consumption. Increasing the aircraft's aspect ratio is one of the most effective ways to reduce air resistance. However, aircraft with a high aspect ratio place significantly greater demands on takeoff and landing space. They require not only wider runways but also stricter weather conditions to withstand reduced wing structural stiffness, which can lead to decreased gust resistance and increased flutter. Simply increasing the aspect ratio by adjusting the wing's dimensions is impractical. Related technologies employ variable wing structures, adjusting the aspect ratio through extension and retraction to accommodate different flight phases, thus providing a high aspect ratio while reducing the demands on takeoff and landing conditions. However, these variable wing mechanisms are often complex, significantly increasing maintenance difficulty and the aircraft's weight. Summary of the Invention

[0003] This application provides a multi-stage wing variant aircraft that 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] This application provides a multi-stage wing variant aircraft, including a fuselage and two wing groups symmetrically arranged on both sides of the fuselage. Each wing group includes multiple wings connected in sequence, and adjacent wings within the same wing group are movably connected by a connecting rod. Each wing has a groove, and a rotating shaft fixedly connected to the wing is fixedly installed in the groove. Both ends of the connecting rod are fixedly connected to bushings. The bushing at one end of the connecting rod is fitted onto the rotating shaft of one of the adjacent wings, and the bushing at the other end of the connecting rod is fitted onto the rotating shaft of the other of the adjacent wings.

[0005] Optionally, the wing assembly 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 via a connecting rod; a first groove is formed on the upper surface of the fixed wing on the side away from the fuselage; a second groove is formed on the lower surface of the first movable wing on the side close to the fuselage, and a third groove is formed on the upper surface of the first movable wing on the side away from the fuselage; a fourth groove is formed on the lower surface of the second movable wing on the side close to the fuselage; a rotating shaft is fixedly installed in each of the first, second, third, and fourth grooves, and each of the first, second, third, and fourth grooves is used to accommodate part of the connecting rod.

[0006] Optionally, it also includes a fastener; the rotating shaft of the first movable wing and the second movable wing has an opening for the fastener to be inserted, and the corresponding position of the bushing has an opening for the fastener to pass through; the fastener is controlled to be inserted into or detached from the rotating shaft.

[0007] Optionally, at least one of the rotation shafts of the first movable wing and the second movable wing is provided with a through hole for inserting a fastener, and openings for the fastener to pass through are provided on both sides of the corresponding position of the bushing; the length of the fastener is greater than the distance between the two openings of the bushing.

[0008] Optionally, at least one of the first groove, the second groove, the third groove, and the fourth groove has a receiving cavity on its bottom surface for accommodating at least part of the fastener; the fastener is controlled to disengage from the rotating shaft and enter the receiving cavity.

[0009] Optionally, the rotating shaft in the second groove is located at the lift center or center of gravity of the first movable wing; the rotating shaft in the fourth groove is located at the lift center or center of gravity of the second movable wing.

[0010] Optionally, the trailing edges of both the first and second movable wings are provided with multiple ailerons, which can be controlled to deflect up and down to generate aerodynamic forces and rolling moments for driving the first and second movable wings 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 link is determined based on the length of the wing furthest from the fuselage in the wing connected by the link, and the length of the link is positively correlated with the length of the wing furthest from the fuselage in the wing connected by the link; and / or, the length of the link is determined based on the spacing when the wing connected by the link is stacked, and the length of the link is positively correlated with the spacing when the wing connected by the link is stacked.

[0013] Optionally, the wing assembly has an deployed state and a folded state; in the deployed 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 sequentially from near the fuselage to far from the fuselage, so that the wing assembly opens from a folded state to an unfolded state.

[0015] The multi-stage wing variant aircraft provided in this application has wing assemblies on both sides of the fuselage, including multiple wings connected by linkages. The deployment degree of the wing assembly can be controlled by rotating the linkages around the rotation axis fixed in the wing. This approach balances wing control flexibility and structural simplicity. While meeting the aspect ratio requirements of the aircraft in different flight phases, it also helps to reduce the complexity of the wing mechanism. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of a multi-stage wing variant aircraft provided in one embodiment of this application;

[0017] Figure 2 This is a partial structural schematic diagram of a multi-stage wing variant aircraft provided in one embodiment of this application;

[0018] Figure 3 This is a partial structural schematic diagram of a multi-stage wing variant aircraft provided in one embodiment of this application;

[0019] Figure 4 This is a schematic diagram of the connection between the linkage and the rotation shaft in a multi-stage wing morphing aircraft provided in one embodiment of this application;

[0020] Figure 5 This is a schematic diagram of the linkage length setting in a multi-stage wing variant aircraft provided in one embodiment of this application;

[0021] Figure 6 This is a partial structural schematic diagram of a multi-stage wing variant aircraft provided in another embodiment of this application;

[0022] Figure 7 This is a partial structural schematic diagram of a multi-stage wing variant aircraft provided in another embodiment of this application;

[0023] Figure 8-1 This is a schematic diagram showing the position of a fixing element in a multi-stage wing morphing aircraft provided in one embodiment of this application;

[0024] Figure 8-2 This is a schematic diagram showing the position of a fixing element in a multi-stage wing morphing aircraft provided in another embodiment of this application;

[0025] Figure 9 This is a schematic diagram of the structure of an airfoil provided in one embodiment of this application;

[0026] Figure 10 This is a schematic diagram of a multi-stage wing variant aircraft in a folded state, according to an embodiment of this application.

[0027] Figure 11This is a schematic diagram showing the position of the fixing component when the multi-stage wing morphing aircraft is in a folded state, according to one embodiment of this application.

[0028] Figure 12 This is a schematic diagram of a multi-stage wing variant aircraft in an intermediate state, provided in one embodiment of this application;

[0029] Figure 13 This is a schematic diagram of a multi-stage wing variant aircraft provided in one embodiment of this application in another intermediate state;

[0030] Figure 14 This is a schematic diagram of the linkage movement during the deployment process of a multi-stage wing morphing aircraft provided in one embodiment of this application;

[0031] Figure 15 This is a schematic diagram of another movement of the linkage during the deployment process of a multi-stage wing morphing aircraft provided in one embodiment of this application;

[0032] Figure 16 This is a schematic diagram of a multi-stage wing variant aircraft provided in one embodiment of this application in another intermediate state;

[0033] Figure 17 This is a schematic diagram of a multi-stage wing variant aircraft provided in one embodiment of this application in another intermediate state;

[0034] Figure 18 This is a schematic diagram of a multi-stage wing variant aircraft provided in one embodiment of this application in another intermediate state;

[0035] Figure 19 This is a schematic diagram of a multi-stage wing variant aircraft in its deployed state, provided in one embodiment of this application.

[0036] Figure Labels

[0037] 10: Fuselage; 11: Horizontal stabilizer; 12: Vertical stabilizer; 20: Wing; 21: Fixed wing; 22: First movable wing; 23: Second movable wing; 30: Groove; 40: Rotating shaft; 50: Linkage; 201: First wing; 202: Second wing; 203: Third wing; 204: Fourth wing; 501: First link; 502: Second link; 503: Third link; 60: Bushing; 70: Fixing element; 80: Aileron. Detailed Implementation

[0038] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings.

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

[0040] Combination Figures 1 to 4 As shown, this 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 groups include multiple sequentially connected wings 20, and adjacent wings 20 within the same wing group are movably connected by a link 50.

[0041] Each wing 20 has a groove 30, and a rotating shaft 40 fixedly connected to the wing 20 is fixedly installed in the groove 30. Both ends of the connecting rod 50 are fixedly connected to bushings 60. One bushing 60 of the connecting rod 50 is fitted onto the rotating shaft 40 of one of the adjacent wings 20, and the other bushing 60 of the connecting rod 50 is fitted onto the rotating shaft 40 of the other adjacent wing 20.

[0042] The multi-stage wing variant aircraft provided in this application has wing assemblies on both sides of the fuselage 10, including multiple wings connected by connecting rods 50. The deployment degree of the wing assembly can be controlled by rotating the connecting rods 50 around the rotation axis 40 fixed in the wing 20. This can balance the control flexibility and structural simplicity of the wing 20. While meeting the aspect ratio requirements of the aircraft in different flight stages, it is beneficial to reduce the complexity of the wing 20 mechanism.

[0043] This multi-stage wing variant aircraft also includes a horizontal stabilizer 11 and a vertical stabilizer 12, which work together with the wing assembly 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 via a connecting rod 50. A first groove is formed on the upper surface of the fixed wing 21 on the side away from the fuselage 10, and a second groove is formed on the lower surface of the movable wing on the side closer to the fuselage 10. One end of the connecting rod 50 is rotatably connected to a rotating shaft 40 within the first groove, and the other end is rotatably connected to a rotating shaft 40 within the second groove. Thus, when the connecting rod 50 is rotated in a controlled manner to overlap the movable wing and the fixed wing 21, the movable wing is positioned above the fixed wing 21. This helps to avoid the risk of collision with ground obstacles caused by the movable wing being stored too low. Furthermore, considering the more stable connection between the fixed wing 21 and the fuselage 10, it helps to minimize the drag on the movable wing when not in contact with the ground, thus improving the storage stability of the wing 20. Meanwhile, both the first and second grooves on the wing 20 are set as blind grooves, which helps to avoid large gaps on the surface of the wing 20, thereby improving the stability of airflow when it flows over the surface of the wing 20, and further improving the stability of the aircraft during flight and aerodynamic efficiency.

[0045] Continue to combine Figure 1As shown, in some embodiments, the wing assembly includes a fixed wing 21 fixedly connected to the fuselage 10 and multiple movable wings. Specifically, in some embodiments, the wing assembly 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 via a connecting rod 50, and one or more of the first movable wing 22 are provided. A first groove is formed on the upper surface of the fixed wing 21 on the side away from the fuselage 10; a second groove is formed on the lower surface of the first movable wing 22 on the side near the fuselage 10, and a third groove is formed on the upper surface of the first movable wing 22 on the side away from the fuselage 10; a fourth groove is formed on the lower surface of the second movable wing 23 on the side near the fuselage 10; a rotating shaft 40 is fixedly disposed in each of the first, second, third, and fourth grooves, and each of the first, second, third, and fourth grooves is used to accommodate a portion of the connecting rod 50. Thus, dividing one wing into multiple segments results in a shorter folded length, which helps to further reduce the wing's aspect ratio while almost preserving its effective lift area. Simultaneously, the multi-stage truss formed by stacking multiple wing stages has higher structural rigidity, thereby improving the aircraft's resistance to gusts and flutter during takeoff and landing, and further reducing requirements on takeoff and landing site width and weather conditions. When the linkage 50 is rotated in a controlled manner to overlap the movable wings with the fixed wing 21, the movable wings are progressively retracted above the fixed wing 21. This helps to avoid the risk of collisions with ground obstacles caused by the movable wings being retracted too low, and also, considering the more stable connection between the fixed wing 21 and the fuselage 10, minimizes the drag on the movable wings when not in contact with the ground, improving the stability of the wing 20 during retraction. Meanwhile, the first, second, third, and fourth grooves on the wing 20 are all set as blind grooves, which helps to avoid large gaps on the surface of the wing 20, thereby improving the stability of airflow when passing over the surface of the wing 20, and further improving the stability of the aircraft during flight and increasing aerodynamic efficiency.

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

[0047] In some embodiments, the first movable wing 22 and the second movable wing 23 have equal lengths in the wing assembly extension direction. In some embodiments, the fixed wing 21, the first movable wing 22, and the second movable wing 23 have equal lengths in the wing assembly extension direction. In this way, when the wings 20 are stacked, a neater arrangement of the wings 20 can be achieved, reducing the impact of airflow on each stage of the wings 20.

[0048] The configuration of link 50 is explained further here.

[0049] In some embodiments, the distance between the rotation shafts 40 in adjacent wings 20 is equal to the length of the connecting rod 50. In this way, when adjacent wings 20 are deployed in the same plane, a tight connection can be achieved between adjacent wings 20, which helps to improve the stability of airflow as it flows over the surface of the wings 20, thereby improving the stability of the aircraft during flight and increasing aerodynamic efficiency.

[0050] In some embodiments, the length of the link 50 is determined based on the length of the wing 20 connected to the link 50 that is farther from the fuselage 10, and the length of the link 50 is positively correlated with the length of the wing 20 connected to the link 50 that is farther from the fuselage 10. That is, among the two wings 20 connected by the link 50, the longer the wing 20 on the side farther from the fuselage 10, the longer the link 50 is, to meet the requirements of the two adjacent wings 20 when fully deployed.

[0051] In some embodiments, the length of the link 50 is determined based on the spacing of the stacked wings 20 connected to the link 50, and the length of the link 50 is positively correlated with the spacing of the stacked wings 20 connected to the link 50. During implementation, the height of the fuselage 10 is fixed, and correspondingly, the height range of the stacked wings 20 within the wing assembly is also limited. Therefore, when designing the specific connections within the wing assembly, the limitation on the spacing between the stacked wings 20 must also be considered. When the spacing is large, the length of the link 50 is larger, thus meeting the switching requirements between the two different configurations of deployment and stacking.

[0052] Combination Figure 5 Here, we take the link 50 between the fixed wing 21 and the movable wing connected to the fixed wing 21 as an example to explain the setting of the length of the link 50. Figure 5 The fixed wing 21 and the first movable wing 22 are connected by the first connecting rod 501. Figure 5 The first movable wing 22 shown is a schematic diagram of the position of the same first movable wing 22 in two different states: deployed and stacked with the fixed wing 21.

[0053] At this time, the length l of the first link 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 the following:

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

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

[0056]

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

[0058] In some embodiments, the rotation shaft 40 in the second groove is located at the lift center or center of gravity of the first movable wing 22. In some embodiments, the rotation shaft 40 in the fourth groove is located at the lift center or center of gravity of the second movable wing 23. This is beneficial for 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 also includes a fixing member 70. The rotation shaft 40 of the first movable wing 22 and the second movable wing 23 has an opening for the fixing member 70 to be inserted, and the bushing 60 has a corresponding opening for the fixing member 70 to pass through. The fixing member 70 is controlled to engage or disengage from the rotation shaft 40. Figure 8-1 As shown, when the fixing member 70 is inserted into the rotating shaft 40, the fixing member 70 passes through the opening of the bushing 60 and is inserted into the opening inside the rotating shaft 40, thereby locking the bushing 60 and the rotating shaft 40. This prevents the bushing 60, i.e., the connecting rod 50, from rotating around the rotating shaft 40, avoiding unintended movements of the wing 20 due to airflow fluctuations, and improving the accuracy of wing assembly 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 bushing 60 and the rotating shaft 40, and the bushing 60 can drive the connecting rod 50 to rotate around the rotating shaft 40.

[0060] In some embodiments, the rotating shaft of the fixed wing 21 has an opening for inserting a fixing member 70, and the corresponding position of the bushing 60 has an opening for the fixing member 70 to pass through. The fixing member 70 is controlled to be inserted into or disengaged from the rotating shaft 40. This helps to improve the reliability of the connection control between the fixed wing 21 and the first movable wing 22 connected to the fixed wing 21.

[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 of the first movable wing 22 and the second movable wing 23 has a through hole for inserting the fixing member 70, and openings for the fixing member 70 to pass through are opened on both sides of the corresponding position of the bushing 60. The length of the fixing member 70 is greater than the distance between the two openings of the bushing 60. In this way, when the fixing shaft is inserted into the rotating shaft 40, it can pass through the rotating shaft 40, with both ends passing through the two openings of the bushing 60, which helps to improve the stability of the fixing between the rotating shaft 40 and the bushing 60 in the inserted state and avoids relative rotation between the connecting rod 50 and the rotating shaft 40.

[0062] Furthermore, combining Figure 8-2 As shown, in some embodiments, at least one of the first, second, third, and fourth grooves has a receiving cavity on its bottom surface for accommodating at least a portion of the fastener 70; the fastener 70 is controlled to disengage from the rotating shaft 40 and enter the receiving cavity. That is, in the disengaged state, at least a portion of the fastener 70 is controlled to enter the receiving cavity for storage, which helps reduce the risk of damage to the fastener 70 exposed to the fast airflow. At this time, the bushing 60 can drive the connecting rod 50 to rotate relative to the rotating shaft 40. In the inserted state, the fastener 70 is disengaged from the receiving cavity and inserted into the rotating shaft 40, achieving relative fixation between the bushing 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 receiving cavity can accommodate the entire fastener 70, thereby further reducing the risk of damage to the fastener 70 exposed to the fast airflow.

[0063] In some embodiments, multiple fasteners 70 are provided corresponding to the same rotating shaft 40, that is, multiple holes for inserting the fasteners 70 are opened on the same rotating shaft 40, and corresponding openings for the fasteners 70 to pass through are opened on the bushing 60. This helps to improve the stability of the fixation between the bushing 60 and the rotating shaft 40. For example, two fasteners 70 can be provided corresponding to the same rotating shaft 40.

[0064] Specifically, in some embodiments, the fixing member 70 is an electric actuator that can be controlled and fixed in a set position. In this way, it is possible to switch between two states: being inserted into the rotating shaft 40 and being disengaged from the rotating shaft 40.

[0065] Combination Figure 9 As shown, in some embodiments, the trailing edges of both the first movable wing 22 and the second movable wing 23 are provided with multiple ailerons 80. These ailerons 80 can be controlled to deflect vertically to generate aerodynamic forces and rolling moments to drive the first movable wing 22 and the second movable wing 23 to deploy or fold. Thus, by controlling the deflection of the ailerons 80 on the first movable wing 22 and the second movable wing 23, the deployment or folding of the first movable wing 22 and the second movable wing 23 can be controlled, thereby achieving control over different deployment configurations of the wing assembly. Aerodynamic control using the ailerons 80 enables the morphing process without mechanical drive, which helps reduce the weight of the deformation-related structures. Simultaneously, after folding, the effective lift area of ​​the wing 20 remains almost unchanged, reducing the impact of the folding process on the effective lift area.

[0066] During implementation, corresponding aileron 80 control logic is set according to different wing 20 movement requirements, and the corresponding aileron 80 control logic is invoked according to the current wing 20 movement requirements to achieve control.

[0067] Combination Figures 10 to 19 As shown, the wing assembly has an deployed state and a folded state. In the deployed state, all wings 20 extend along the same straight line, forming a plane; in the folded state, the wings 20 are stacked in a direction perpendicular to this plane. That is, the wings 20 are arranged in parallel. When the number of wings 20 in the same wing assembly is greater than two, i.e., when there is a fixed wing 21, a first movable wing 22, and a second movable wing 23, there is an intermediate state between the deployed and folded states where some wings 20 extend along the same straight line and some are stacked. This intermediate state is required during the transition from the deployed state to the folded state, and vice versa. Figure 10 It is in a folded state. Figure 19 In the unfolded state. When the wing assembly is in the folded state, the multi-stage truss formed by the multi-stage wing stacking has higher structural rigidity, thus giving the aircraft better resistance to gusts and flutter during takeoff and landing, and further reducing the requirements for takeoff and landing site width and meteorological conditions.

[0068] In some embodiments, each wing 20 is rigidly connected to the fuselage 10 in the folded state, and this rigid connection is broken during the modification process. This helps ensure the stability of the wing assembly in the folded state and avoids swaying or even unintended deployment. Specifically, in the folded state, each wing 20 is connected to the fuselage 10 via a connecting mechanism. At least a portion of the connecting mechanism is provided on both sides of the fuselage 10 corresponding to the positions of the wings 20 in the folded state to achieve a fixed connection between the wings 20 and the fuselage 10. For example, a fixed connection can be achieved by a fastener engaging with a receiving hole.

[0069] In some embodiments, the multi-stage wing variant aircraft further includes a controller. The controller controls the wings 20 to open sequentially from near the fuselage 10 to far from the fuselage 10, so that the wing assembly opens from a folded state to an deployed state. This helps ensure the stability of the wing assembly deployment process. In some embodiments, the controller is also used to control the wings 20 to retract sequentially from far from the fuselage 10 to near the fuselage 10, so that the wing assembly retracts from a deployed state to a folded state. This helps ensure the stability of the wing assembly deployment process.

[0070] The following is combined Figures 10 to 19 As shown, the process of opening the wing assembly from the folded state to the unfolded state is explained in detail through an example.

[0071] One wing assembly includes a first wing 201, a second wing 202, a third wing 203, and a fourth wing 204. The first wing 201 is a fixed wing 21, the second and third wings 202 are first movable wings 22, and the fourth wing 204 is a second movable wing 23. The first wing 201 and the second wing 202 are connected by a first link 501, the second wing 202 and the third wing 203 are connected by a second link 502, and the third wing 203 and the fourth wing 204 are connected by a third link 503. Another wing assembly is symmetrically arranged relative to the fuselage 10 with the same structure, and the changes in the two wing assemblies during operation are completely symmetrical and synchronous. The following description only describes the operation of the wing assembly with the first wing 201, second wing 202, third wing 203, and fourth wing 204.

[0072] When the wing assembly is in the folded state, as Figure 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. Figure 11 As shown, at this time, each fixing component 70 is inserted into the opening of the corresponding rotating shaft 40 and bushing 60. Each bushing 60 is fixed relative to the rotating shaft 40 around which 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 stationary state.

[0073] The controller disengages the fixing member 70, which secures the rotation axis 40 of the first link 501 and the second wing 202, from the rotation axis 40, and controls the aileron 80 to adjust its deflection angle. At this time, the second wing 202, the third wing 203, and the fourth wing 204 remain locked together, rotating as a whole around the first link 501 relative to the first wing 201. Under the action of the aileron 80, the wing assembly rotates via... Figure 12 The state shown enters as follows Figure 13 The first intermediate state is shown. In this first intermediate state, the first wing 201 and the second wing 202 extend along the same straight line, forming a plane; the second wing 202, the third wing 203, and the fourth wing 204 are stacked in a direction perpendicular to this plane. After reaching this first intermediate state, the rotation shaft 40 on the second wing 202 is locked to the first connecting rod 501 by the fixing member 70 to prevent movement, thus achieving motion locking between the first wing 201 and the second wing 202.

[0074] After completing the motion lock between the first wing 201 and the second wing 202, as follows Figure 14 , 15As shown, the controller disengages the fixing parts 70 at both ends of the second link 502 from the rotating shaft 40, allowing the second link 502 to rotate relative to the rotating shaft 40 at both ends, i.e., 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, while the third wing 203 and the fourth wing 204 remain locked together, rotating as a whole around the second link 502 relative to the second wing 202. Under the action of the aileron 80, the wing assembly rotates via... Figure 16 The state shown enters as follows Figure 17 The second intermediate state is shown. In this second intermediate state, the first wing 201, the second wing 202, and the third wing 203 extend along the same straight line, forming a plane; the third wing 203 and the fourth wing 204 are stacked in a direction perpendicular to this plane. After reaching this 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, thus achieving motion locking between the second wing 202 and the third wing 203.

[0075] After the motion lock between the second wing 202 and the third wing 203 is completed, similar to the previous opening process, the controller disengages the fixing parts 70 at both ends of the third link 503 from the rotating shaft 40, allowing the third link 503 to rotate relative to the rotating 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 rotates via... Figure 18 The state shown enters as follows Figure 19 The aircraft is fully deployed as shown in the diagram. In this deployed state, the first wing 201, second wing 202, third wing 203, and fourth wing 204 extend along the same straight line, forming a plane. After reaching this deployed state, the rotation shaft 40 on the fourth wing 204 is locked to the third connecting rod 503 by the fixing member 70, preventing movement and achieving motion locking between the third wing 203 and the fourth wing 204. The deployment process is complete.

[0076] The process of folding the wing assembly from the deployed state to the folded state is the reverse of the process described above, and will not be repeated here.

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

Claims

1. A multi-stage wing morphing aircraft, characterized in that, It includes a fuselage and two wing groups symmetrically arranged on both sides of the fuselage. Each wing group includes multiple wings connected in sequence, and adjacent wings within the same wing group are movably connected by a single link. The wings are all provided with grooves, and a rotating shaft that is fixedly connected to the wing is fixedly installed in the groove. Both ends of the connecting rod are fixedly connected to bushings. The bushing at one end of the connecting rod is sleeved on the rotation axis of one of the adjacent wings, and the bushing at the other end of the connecting rod is sleeved on the rotation axis of the other of the adjacent wings. The wing assembly 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 via 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 closer 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 closest to the fuselage; The first groove, the second groove, the third groove, and the fourth groove are all fixedly provided with the rotating shaft, and the first groove, the second groove, the third groove, and the fourth groove are all used to accommodate part of the connecting rod; the rotating shaft in the second groove is located at the lift center or center of gravity of the first movable wing; the rotating shaft in the fourth groove is located at the lift center or center of gravity of the second movable wing. Both the first movable wing and the second movable wing have multiple ailerons at their trailing edges. The ailerons can be controlled to deflect up and down to generate aerodynamic forces and rolling moments to drive the first movable wing and the second movable wing to unfold or fold.

2. The multi-stage wing morphing aircraft according to claim 1, characterized in that, It also includes fasteners; The first movable wing and the second movable wing are provided with openings for the fastener to be inserted into the rotation axis, and the bushing is provided with openings for the fastener to pass through at the corresponding position. The fixing element is controlled to be inserted into or detached from the rotating shaft.

3. The multi-stage wing morphing aircraft according to claim 2, 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 fastener to be inserted, and openings for the fastener to pass through are provided on both sides of the corresponding position of the bushing. The length of the fastener is greater than the distance between the two openings in the bushing.

4. The multi-stage wing morphing aircraft according to claim 2, characterized in that, The bottom surface of at least one of the first groove, the second groove, the third groove, and the fourth groove is provided with a receiving cavity for accommodating at least a portion of the fixing member; The fixing member is controlled to disengage from the rotating shaft and enter the receiving cavity.

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

6. The multi-stage wing morphing aircraft according to claim 1, characterized in that, The length of the link is determined based on the length of the wing furthest from the fuselage in the wing connected to the link, and the length of the link is positively correlated with the length of the wing furthest from the fuselage in the wing connected to the link; and / or The length of the link is determined according to the spacing of the stacked wings connected by the link, and the length of the link is positively correlated with the spacing of the stacked wings connected by the link.

7. The multi-stage wing morphing aircraft according to claim 1, characterized in that, The wing assembly has an deployed state and a folded state; In the deployed state, all the wings extend along the same straight line, forming a plane; In the folded state, each of the wings is stacked in a direction perpendicular to the plane.

8. The multi-stage wing morphing aircraft according to claim 7, characterized in that, Also includes: A controller is used to control the wings to open sequentially from near the fuselage to far away from the fuselage, so that the wing assembly opens from the folded state to the unfolded state.

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