A wing trailing edge deflection drive mechanism, a wing and an aircraft

Abstract

The application discloses a wing trailing edge deflection driving mechanism, a wing and an aircraft, and relates to the field of aircrafts. The mechanism comprises support devices, two support devices are hinged and are respectively used for connecting a wing leading edge and a wing trailing edge; connecting devices are symmetrically arranged above and below the hinge points of the two support devices and are connected with the two support devices; the connecting devices can deform along the length direction of the wing; driving devices are symmetrically arranged above and below the hinge points of the two support devices, and the driving devices arranged above the hinge points are connected with the parts of the two support devices arranged above the hinge points at both ends, and the driving devices arranged below the hinge points are connected with the parts of the two support devices arranged below the hinge points at both ends; the driving devices can deform along the length direction of the wing. The application can reduce the weight and energy consumption.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to a wing trailing edge deflection drive mechanism, a wing, and an aircraft. Background Technology

[0002] Variant aircraft can flexibly adjust their aerodynamic shape according to changes in flight mission and environment, thereby achieving efficient flight performance within a wide flight envelope, reducing drag, increasing range, and showing significant advantages in maneuverability and mission adaptability.

[0003] Among the many variable configuration technologies for morphing aircraft, the continuously variable camber wing, as a cutting-edge technology, has received widespread attention. The continuously variable camber wing can smoothly and continuously change the wing camber during flight based on real-time flight conditions and aerodynamic requirements, thereby optimizing the wing's aerodynamic performance. The change in wing camber is achieved through the deflection of the wing's trailing edge.

[0004] However, from the perspective of improving wing performance, the trailing edge deflection drive mechanism and the trailing edge deflection mechanism of a continuously variable camber wing should possess high precision, high response speed, and high adaptability to adapt to complex and ever-changing flight environments and mission requirements. Achieving this goal poses a challenge to the design of the drive mechanism.

[0005] Currently, research on the drive mechanism and trailing edge deflection mechanism of continuously variable camber wings mainly focuses on two approaches: one is a segmented rib mechanism, which adjusts the segmented structure of the ribs and uses servo motors as the drive to enable the wing to have better aerodynamic performance in different flight phases. The other is a flexible skin structure, which consists of flexible honeycomb and elastic film, possessing good in-plane deformation capability and a certain out-of-plane load-bearing capacity, and is driven by a distributed ram-tube actuator, capable of meeting the deformation and load-bearing requirements of continuously variable camber wings.

[0006] While existing trailing edge deflection drive mechanisms and mechanisms for continuously variable camber wings can achieve trailing edge deflection, they have the following shortcomings: The segmented rib mechanism uses a servo motor drive, and the involvement of the servo motor and hydraulic system increases the wing's weight and energy consumption, placing high demands on the wing's structural strength. The flexible skin structure combined with a distributed ramjet actuator, although meeting deformation and load-bearing requirements, has a complex actuator structure and high energy consumption.

[0007] Therefore, there is an urgent need to design a wing trailing edge deflection drive technology that can reduce weight and energy consumption. Summary of the Invention

[0008] The purpose of this invention is to provide a wing trailing edge deflection drive mechanism, a wing, and an aircraft to solve the problems existing in the prior art, thereby reducing weight and energy consumption.

[0009] To achieve the above objectives, the present invention provides the following solution:

[0010] This invention provides a wing trailing edge deflection drive mechanism, comprising:

[0011] The support device comprises two hinged supports, wherein one of the supports is connected to the leading edge of the wing at the end away from the hinge point, and the other support is connected to the trailing edge of the wing at the end away from the hinge point.

[0012] A connecting device is symmetrically arranged above and below the hinge points of the two supporting devices, and the portions of the two supporting devices located above the hinge points are connected by the connecting device above the hinge points, while the portions of the two supporting devices located below the hinge points are connected by the connecting device below the hinge points; the connecting device is deformable along the length direction of the wing.

[0013] The drive device is symmetrically arranged above and below the hinge points of the two support devices, and the two ends of the drive device located above the hinge points are respectively connected to the portions of the two support devices located above the hinge points, and the two ends of the drive device located below the hinge points are respectively connected to the portions of the two support devices located below the hinge points; the drive device is capable of deforming along the length direction of the wing.

[0014] Preferably, the support device includes a support frame, one end of which is connected to the leading edge or trailing edge of the wing, and the other end of which is fixedly provided with two inclined side plates arranged symmetrically above and below. The ends of the two inclined side plates away from the support frame are fixedly connected, and the connecting ends of the two inclined side plates of the support device are hinged to the connecting ends of the two inclined side plates of another support device.

[0015] Preferably, the two support devices are connected by a flexible hinge.

[0016] Preferably, the connecting device includes a connecting plate capable of generating in-plane deformation; the two ends of the connecting plate are respectively connected to support devices on corresponding sides.

[0017] Preferably, the connecting plate is formed by connecting multiple honeycomb units in sequence. The cross-section of the honeycomb unit is a polygonal hole, and the sides of the multiple polygonal holes are connected in sequence to form the connecting plate as a whole into a honeycomb structure.

[0018] Preferably, the connecting device further includes a rigid slide bar, with one rigid slide bar passing through each of the two sides of the connecting plate, and the connecting plate is capable of deformation along the axial direction of the rigid slide bar.

[0019] Preferably, the driving device includes a shape memory alloy spring, the two ends of which are respectively connected to two inclined side plates located above the hinge point or to two inclined side plates located below the hinge point; the two ends of the shape memory alloy spring are connected to the corresponding inclined side plates through an adjuster, and the two ends of the shape memory alloy spring are respectively connected to the positive and negative terminals of a power supply.

[0020] Preferably, the driving device is a shape memory polymer, a hydraulic micro-actuator, or a pneumatic micro-actuator.

[0021] The present invention also provides a wing, including a leading edge, a trailing edge, and a trailing edge deflection drive mechanism as described above; the leading edge and the trailing edge are connected by the trailing edge deflection drive mechanism.

[0022] The present invention also provides an aircraft, including an aircraft body, wherein the aircraft body is provided with wings as described above on both sides symmetrically.

[0023] The present invention achieves the following technical effects compared to the prior art:

[0024] This invention employs two support devices to connect the leading edge and trailing edge of the wing respectively. The two support devices are hinged together, and the portions of the two support devices above the hinge point are connected by a connecting device, while the portions below the hinge point are connected by another connecting device. The drive device is located between the connecting device and the hinge point, combining deflection and drive into one unit. This greatly reduces the overall weight of the equipment while ensuring that the wing shape requirements are met. Furthermore, the direct deformation of the drive device drives the trailing edge of the wing to deflect around the hinge point, reducing energy consumption during the drive process. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is a schematic diagram of the wing trailing edge deflection drive mechanism in one or more embodiments of the present invention;

[0027] Figure 2 This is a schematic diagram of a wing structure with a wing trailing edge deflection drive mechanism in one or more embodiments of the present invention;

[0028] Figure 3 This is a schematic diagram of the planar angle of a wing with a trailing edge deflection drive mechanism in one or more embodiments of the present invention.

[0029] Figure 4 This is a schematic diagram of the arrangement of the connecting plate and rigid slide bar in one or more embodiments of the present invention;

[0030] Figure 5 This is a schematic diagram of the deformation direction of the connecting plate in one or more embodiments of the present invention.

[0031] In the diagram: 1-wing leading edge, 2-wing trailing edge, 3-connecting plate, 301-honeycomb unit, 4-drive device, 5-flexible hinge, 6-support device, 601-support frame, 602-inclined side plate, 7-rigid slide bar. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] The purpose of this invention is to provide a wing trailing edge deflection drive mechanism, a wing, and an aircraft to solve the problems existing in the prior art, thereby reducing weight and energy consumption.

[0034] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0035] refer to Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 As shown, the present invention provides a wing trailing edge deflection drive mechanism, including support devices 6, two support devices 6 hinged together, one end of which, away from the hinge point, is connected to the wing leading edge 1, and the other end of which, away from the hinge point, is connected to the wing trailing edge 2; two connecting devices are symmetrically arranged above and below the hinge point of the two support devices 6, and the portions of the two support devices 6 above the hinge point are connected by the connecting devices above the hinge point, and the portions of the two support devices 6 below the hinge point are connected by the connecting devices below the hinge point; the connecting devices are deformable along the length of the wing; two drive devices 4 are symmetrically arranged above and below the hinge point of the two support devices 6, and the two ends of the drive device 4 above the hinge point are respectively connected to the portions of the two support devices 6 above the hinge point, and the two ends of the drive device 4 below the hinge point are respectively connected to the portions of the two support devices 6 below the hinge point; the drive devices 4 are deformable along the length of the wing. Figure 5The arrows indicate the deformation directions achievable by the connecting device. This invention employs two support devices 6 to connect the leading edge 1 and trailing edge 2 of the wing, respectively. The two support devices 6 are hinged together, with the portions above the hinge point connected by a connecting device, and the portions below the hinge point connected by another connecting device. The driving device 4 is located between the connecting device and the hinge point, integrating deflection and driving into one unit. This significantly reduces the overall weight of the equipment while ensuring compliance with wing shape requirements. Furthermore, the direct deformation of the driving device 4 drives the trailing edge 2 of the wing to deflect around the hinge point, reducing energy consumption during the driving process.

[0036] Because the wing needs to maintain a smooth and continuous aerodynamic surface during trailing edge deflection to ensure that the aerodynamic performance of the aircraft is not affected at different flight stages, the drive mechanism must be designed to fully integrate with the wing's external structure to avoid disrupting the overall aerodynamic shape of the wing. Based on this, the support device 6 in this embodiment is designed as a hollow support frame 601, with its upper and lower surfaces corresponding to and fitting the upper and lower surfaces of the wing. Simultaneously, the connecting device is also adapted to the upper and lower surfaces of the wing, thus forming a smooth and complete wing surface structure after connection. One end of the support frame 601 is connected to the leading edge 1 or the trailing edge 2 of the wing. The other end of the support frame 601 is fixedly provided with two symmetrically arranged inclined side plates 602. The ends of the two inclined side plates 602 furthest from their respective support frames 601 are fixedly connected. The connecting ends of the two inclined side plates 602 of the support device 6 and the connecting ends of the two inclined side plates 602 of another support device 6 are hinged by a flexible hinge 5. The flexible hinge 5 serves as the rotation center when the trailing edge 2 of the wing deflects. It must have sufficient support capacity to ensure a stable connection between the leading and trailing halves of the wing, and sufficient flexibility to ensure that the driving force provided by the drive device 4 can deform it, thereby causing the support device 6 connected to the trailing edge 2 of the wing to deflect, and thus driving the trailing edge 2 of the wing to deflect vertically. In one embodiment, the flexible hinge 5 is specifically made of TPU, namely thermoplastic polyurethane elastomer, also known as thermoplastic polyurethane rubber. This material has high tensile strength, flexibility, and impact resistance, making it suitable for applications that withstand frequent bending or stretching. In this embodiment, the flexible hinge 5 has a quadrangular prism structure. The cross-section of the flexible hinge 5 has four sides. Specifically, the cross-sectional shape is a quadrilateral with one set of opposite sides being concave arc segments and the other set of opposite sides being straight segments. Connecting parts for connecting the support frame are provided on both sides of the quadrangular prism. The material selected in this embodiment has both a certain strength and sufficient elasticity, so it can achieve rotation through its own deformation while providing a certain degree of support. The thickness of the center of the flexible hinge 5 is controlled so that it is neither too thick, which would prevent the hinge from deforming, nor too thin, which would cause it to lose its support.

[0037] The connecting device includes a connecting plate 3 capable of in-plane deformation, made of TPU, which meets the requirements of low Young's modulus and high yield strength. The connecting plate 3 is connected to support devices 6 on corresponding sides at both ends. Considering the lightweight design requirements of the aircraft, the drive mechanism itself also needs to reduce weight as much as possible while ensuring sufficient output force and reliability. This places higher demands on material selection and mechanism optimization design. In the field of continuous variable camber wing technology, honeycomb structures are widely used in wing manufacturing. Because honeycomb structures have high specific strength and specific stiffness, they can reduce the weight of the wing while ensuring structural strength. Its unique honeycomb internal structure allows the material to have a large deformation space in the in-plane direction. When the wing needs to change its camber, the honeycomb structure can adapt to this deformation requirement through in-plane compression or stretching, thereby realizing the continuous variable camber function of the wing. Based on this, in order to further reduce the overall weight, the connecting plate 3 in this embodiment is composed of multiple sequentially connected honeycomb units 301, forming an overall honeycomb structure.

[0038] In one specific embodiment, the drive device 4 uses a shape memory alloy spring; the leading edge 1 of the wing and the support frame 601 of the first support device 6 are connected by bolts. These two parts do not participate in the deformation function of the continuously variable camber wing, but mainly serve to construct a cross-sectional module that conforms to the aerodynamic shape. The inclined side plates 602 of the two support devices 6 are connected by flexible hinges 5, honeycomb structure connecting plates 3, and shape memory alloy springs, presenting an overall "X" configuration. The flexible hinges 5 and connecting plates 3 are connected to the corresponding positions of the support devices 6 by bolts, and the shape memory alloy spring is connected to the support device 6 by an adjuster. The second support device 6 is then connected to the trailing edge 2 of the wing by bolts. The adjuster is used to fix the shape memory alloy spring to the support frame. The adjuster has a circular hole through which a metal wire can pass. By adjusting the size of the circular hole, metal wires of different diameters can pass through. These metal wires are the metal wires that extend from both ends of the shape memory alloy spring to connect to other structures. When the size of the circular hole is small enough, the metal wire can be fixed, thereby fixing both ends of the shape memory alloy spring. The support frame designed in this embodiment has a circular hole for the metal wire at the end of the shape memory alloy spring to pass through. The metal wire at one end of the shape memory alloy spring is passed through the circular hole of the support frame, and the metal wire is fixed on the other side of the circular hole of the support frame with an adjuster, thereby fixing the position of the shape memory alloy spring. The adjuster can be replaced with a limit block or a limit screw, etc.

[0039] The hinge 5, serving as the rotation center for the wing's trailing edge 2 during deflection, must possess both sufficient support to ensure a stable connection between the forward and aft halves of the wing, and sufficient flexibility to ensure that the driving force provided by the drive unit 4 can deform it, thereby causing the second support unit 6 to deflect, which in turn drives the wing's trailing edge 2 to deflect vertically. The honeycomb-structured connecting plate 3, in addition to constructing a cross-sectional module conforming to aerodynamic shape, also needs to assist the wing in achieving continuous camber by generating in-plane deformation (in-plane compression or in-plane tension). This requires it to have high out-of-plane stiffness and low in-plane stiffness.

[0040] In one embodiment, the connecting device further includes a rigid slide bar 7, with a rigid slide bar 7 passing through each of the two sides of the connecting plate 3. The connecting plate 3 can deform along the axis of the rigid slide bar 7 to prevent out-of-plane deformation and ensure the continuity and stability of the wing's shape during deformation. Existing flexible skin structures rely on distributed stamping tubes for drive, which can achieve in-plane deformation, but the coordinated control of multiple actuators is difficult and prone to out-of-plane distortion due to local deformation incoordination. This invention constrains the deformation direction of the connecting plate 3 of the honeycomb structure with the rigid slide bar 7, forcing the honeycomb unit 301 of the connecting plate 3 to be compressed or stretched only in the plane defined by the axis of the rigid slide bar 7. Combined with the rotational guidance of the flexible hinge 5, the surface curvature change rate is small when the trailing edge 2 of the wing deflects, and the aerodynamic shape continuity and smoothness are superior to the prior art.

[0041] In order to meet the performance requirements of the aircraft under different flight conditions, the drive mechanism needs to have the ability to respond quickly and control precisely, and be able to adjust the deflection angle of the trailing edge in a short time according to changes in flight conditions. This requirement increases the complexity and energy consumption of the drive device 4. To reduce the complexity and energy consumption of the drive device 4, in one embodiment, the drive device 4 uses a shape memory alloy spring, which has a shape memory effect and can recover to a preset shape when subjected to specific stimuli (such as temperature changes, current, etc.). The two ends of the shape memory alloy spring are respectively connected to two inclined side plates 602 located above the hinge point or to two inclined side plates 602 located below the hinge point. The two ends of the shape memory alloy spring are respectively connected to the positive and negative terminals of the power supply. Current can be passed to the corresponding shape memory alloy spring by switching the power supply on and off. The power supply is not limited and can be a battery or the power supply of the aircraft itself. The shape memory alloy spring generates driving force, which directly drives the wing trailing edge 2 to deflect by means of the deformation of the flexible hinge 5 and the honeycomb structure connecting plate 3, thus meeting the requirements of lightweight and low energy consumption of the continuously variable camber wing. The shape memory alloy spring adopts a differential layout, that is, the upper and lower corresponding parts of the support device 6 are equipped with shape memory alloy springs instead of ordinary springs. In this way, the energizing sequence of the shape memory alloy springs can be adjusted according to the needs, thereby controlling the wing trailing edge 2 to deflect upward or downward. The specific working method involves pre-stretching the shape memory alloy springs to impart initial deformation potential energy. When energized, the shape memory effect is utilized to restore the original length, amplifying the conversion efficiency of electrical energy to thermal energy to mechanical energy. Simultaneously, the preload enhances the drive response speed. Using symmetrically distributed shape memory alloy springs as a bidirectional drive source, the bidirectional deflection of the wing's trailing edge 2 is achieved by selectively energizing the springs to control their contraction direction. When neither the upper nor lower shape memory alloy springs are energized, the wing remains in its original shape; when the upper spring is energized and the lower spring is not, the wing's trailing edge 2 deflects upwards; when the upper spring is not energized and the lower spring is energized, the wing's trailing edge 2 deflects downwards.

[0042] In this embodiment, the drive device 4 uses a NiTi shape memory alloy spring. Existing segmented rib mechanisms rely on servo motors and hydraulic systems for drive, requiring energy transmission through mechanical chains such as gears and connecting rods, resulting in transmission efficiency losses. This invention, however, integrates the drive device 4 with the trailing edge deflection mechanism, directly driving the flexible hinge 5 and the deformable structure formed by the honeycomb connecting plate 3 via the NiTi shape memory alloy spring, reducing intermediate transmission links. Servo motors and hydraulic systems are prone to lubrication failure or sealing leaks under extreme temperature and vibration environments. This invention employs a fully solid-state drive solution; the NiTi shape memory alloy spring exhibits stable performance within a temperature range of -50℃ to 80℃, and with no wear on moving parts, it theoretically has a longer service life.

[0043] Existing segmented wing rib mechanisms require the integration of heavy components such as servo motors, reducers, and hydraulic lines, leading to increased wing weight. This invention replaces the traditional drive unit 4 with a differential NiTi shape memory alloy spring layout. The density of NiTi shape memory alloy springs is only about one-third that of steel, and there is no additional transmission structure. Combined with the high specific stiffness of the honeycomb structure connecting plate 3, the weight of the drive unit 4 is reduced. Furthermore, the drive unit 4, the connecting plate 3 (which serves as a deflection device), and the flexible hinge 5 are integrated into a single unit. This integrated design eliminates redundant connecting parts, reduces structural complexity, and meets the requirements for lightweight and compact aircraft design.

[0044] By combining the efficient electro-mechanical energy conversion mechanism of the pre-stretched NiTi shape memory alloy spring, the overall energy consumption is reduced compared to the segmented wing rib mechanism, solving the energy loss problem caused by the separation of the drive system and deformation mechanism in the prior art. In another embodiment, the NiTi shape memory alloy spring can be replaced with a shape memory polymer, a hydraulic micro-actuator, or a pneumatic micro-actuator. The shape memory polymer can recover to a pre-set shape under specific temperature or other external stimuli. A drive device 4 based on the shape memory polymer can be designed to control its deformation by heating or cooling, thereby achieving the deflection of the wing trailing edge 2. When a micro hydraulic or pneumatic actuator is used to drive the deflection of the wing trailing edge 2, precise driving of the wing trailing edge 2 can be achieved by controlling the pressure change of hydraulic oil or compressed air. This driving method has the advantages of large driving force and fast response speed; the above functions can also be achieved.

[0045] Based on the above solutions, the present invention also provides a wing, such as... Figure 2 and Figure 3 As shown, the wing includes a leading edge 1, a trailing edge 2, and a deflection drive mechanism for the trailing edge 2 as described above; the leading edge 1 and the trailing edge 2 are connected by the deflection drive mechanism for the trailing edge 2. Using the wing structure of this invention, the present invention also provides an aircraft, including an aircraft body with wings symmetrically arranged on both sides of the aircraft body as described above. This allows the wings of the aircraft of this invention to change camber, thereby adapting to various flight environments. During flight, the camber of the wings can be smoothly and continuously changed according to real-time flight conditions and aerodynamic requirements, thereby optimizing the aerodynamic performance of the wings.

[0046] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A wing trailing edge deflection drive mechanism, characterized in that: include: The support device comprises two hinged supports, wherein one of the supports is connected to the leading edge of the wing at the end away from the hinge point, and the other support is connected to the trailing edge of the wing at the end away from the hinge point. A connecting device is symmetrically arranged above and below the hinge points of the two supporting devices, and the portions of the two supporting devices located above the hinge points are connected by the connecting device above the hinge points, while the portions of the two supporting devices located below the hinge points are connected by the connecting device below the hinge points; the connecting device is deformable along the length direction of the wing. The drive device is symmetrically arranged above and below the hinge points of the two support devices, and the two ends of the drive device located above the hinge points are respectively connected to the portions of the two support devices located above the hinge points, and the two ends of the drive device located below the hinge points are respectively connected to the portions of the two support devices located below the hinge points; the drive device is capable of deforming along the length direction of the wing. The support device includes a support frame, one end of which is connected to the leading edge or trailing edge of the wing, and the other end of which is fixedly provided with two inclined side plates arranged symmetrically above and below. The connecting device includes a connecting plate capable of in-plane deformation; the connecting plate is formed by sequentially connecting multiple honeycomb units. The driving device includes a shape memory alloy spring, and the two ends of the shape memory alloy spring are connected to the corresponding inclined side plates through adjusters.

2. The wing trailing edge deflection drive mechanism according to claim 1, characterized in that: Two inclined side plates are fixedly connected at the ends away from the support frame, and the connecting ends of the two inclined side plates of the support device are hinged to the connecting ends of the two inclined side plates of another support device.

3. The wing trailing edge deflection drive mechanism according to claim 1, characterized in that: The two support devices are connected by a flexible hinge.

4. The wing trailing edge deflection drive mechanism according to claim 1, characterized in that: The two ends of the connecting plate are respectively connected to the support devices on the corresponding sides.

5. The wing trailing edge deflection drive mechanism according to claim 4, characterized in that: The connecting device further includes a rigid slide bar, with one of the rigid slide bars passing through each side of the connecting plate, and the connecting plate is capable of deformation along the axis of the rigid slide bar.

6. The wing trailing edge deflection drive mechanism according to claim 2, characterized in that: The two ends of the shape memory alloy spring are respectively connected to two inclined side plates located above the hinge point or to two inclined side plates located below the hinge point; the two ends of the shape memory alloy spring are respectively connected to the positive and negative terminals of the power supply.

7. The wing trailing edge deflection drive mechanism according to claim 1, characterized in that: The driving device is a shape memory polymer, a hydraulic micro-actuator, or a pneumatic micro-actuator.

8. A wing, characterized in that: It includes a wing leading edge, a wing trailing edge, and a wing trailing edge deflection drive mechanism as described in any one of claims 1 to 7; the wing leading edge and the wing trailing edge are connected by the wing trailing edge deflection drive mechanism.

9. An aircraft, characterized in that: It includes the aircraft body, and the aircraft body is symmetrically provided with wings as described in claim 8 on both sides.

Images