A wide speed range bidirectional flying wing aircraft modal conversion system and method

Abstract

The application discloses a wide-speed-range bidirectional flying-wing aircraft mode conversion system and method, which comprises a foldable and telescopic all-moving tail wing (9) and a power system (10) arranged on an aircraft main body fuselage (11). The number of the all-moving tail wing (9) is two, and the two all-moving tail wings (9) are symmetrically arranged on the upper surface tail part of the aircraft main body fuselage (11) along the first axis direction of the aircraft. The first axis is perpendicular to the airflow direction in the low-speed mode flight of the aircraft and parallel to the airflow direction in the high-speed mode flight of the aircraft. The all-moving tail wing (9) comprises an outer wing section (1), an inner wing section (2) and a rotating shaft (3). The bottom of the inner wing section (2) is rotationally connected with the aircraft main body fuselage through the rotating shaft (3), so that the turnover and folding of the outer wing section (1) and the inner wing section (2) are realized. The outer wing section (1) is connected to the top of the inner wing section (2), and the outer wing section (1) can be retracted into the inner wing section (2) or extended out of the inner wing section (2).

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of aircraft technology, and relates to a wide-speed-range bidirectional flying wing aircraft mode conversion system and method. BACKGROUND

[0002] In 2009, Professor Jia Gcheng and his research team proposed a new concept of supersonic bidirectional flying wing aircraft for low sonic boom and high aerodynamic efficiency, the basic planform of which is approximately rhombic: in subsonic state, the aircraft flies in a large aspect ratio attitude to ensure sufficient lift; in supersonic state, the aircraft flies in a small aspect ratio attitude to reduce wave drag; the conversion between high-speed and low-speed flight modes is realized by rotating the aircraft by 90°, as shown in FIG. 1. Figure 1 The mode conversion process of the bidirectional flying wing aircraft is complex, and the mode conversion scheme for this layout is a technical difficulty in research, including the power form, driving force and control of the control surface during the mode conversion process, and the connection mode of the aircraft body and the power system.

[0003] The existing mode conversion schemes include:

[0004] As shown in FIG. 2, scheme one uses air control surfaces to convert flight modes, and a full-moving vertical tail with a large rotating range is arranged near the tail of the aircraft in two flight attitudes to provide yawing moment during the conversion between high-speed and low-speed modes. Meanwhile, two independent engines are arranged on the aircraft relative to the vertical axis, a high-performance turbine engine is used as the low-speed engine, and a rocket engine is used as the high-speed engine. Figures 2-3 As shown in FIG. 3, scheme two uses the deflection of the control surface (i.e., the aileron of the aircraft) to generate a yawing moment to make the aircraft body deflect by 90° to realize mode conversion, and a double-turbojet engine is selected as the engine, which is connected to the aircraft body through a circular platform in the center of the aircraft, and an electromagnetic system is arranged in the engine disc to ensure that the direction of the engine is consistent with the flight direction during the mode conversion.

[0005] Figure 4 The main shortcomings of the existing mode conversion schemes for bidirectional flying wing aircrafts include:

[0006] Scheme one: in order to provide the yawing moment required for mode conversion, an asymmetric tail is added to the clean flying wing layout aerodynamic shape, which increases the drag and increases the asymmetric aerodynamic force, which is not conducive to the control of the aircraft; two sets of mutually perpendicular power systems are used to provide thrust for the two modes, which has a large structure weight, and the direction of the thrust of the two sets of power systems cannot be changed during the mode conversion, so smooth power switching cannot be realized.

[0007] Scheme one: in order to provide the yawing moment required for mode conversion, an asymmetric tail is added to the clean flying wing layout aerodynamic shape, which increases the drag and increases the asymmetric aerodynamic force, which is not conducive to the control of the aircraft; two sets of mutually perpendicular power systems are used to provide thrust for the two modes, which has a large structure weight, and the direction of the thrust of the two sets of power systems cannot be changed during the mode conversion, so smooth power switching cannot be realized.

[0008] ​Scheme two: the flying wing layout aircraft has the problem of low control surface efficiency, the yaw moment required for mode conversion provided by the aircraft itself aileron may be insufficient, resulting in slow mode conversion speed, the aircraft is in an asymmetric aerodynamic force state for a long time, which is not conducive to control; the power system selects a turbojet engine, and the working Mach number range is narrow; the engine direction is controlled through an electromagnetic system, and the control torque may be insufficient and the control system has high requirements. SUMMARY

[0009] The purpose of the present application is to provide a wide-speed-range bidirectional flying wing aircraft mode conversion system and method, which overcomes the above-mentioned shortcomings by using foldable retractable tail wings, large rotary table mechanisms and TBCC (turbine-based combined cycle engine), and realizes fast and stable mode conversion.

[0010] The technical scheme adopted by the present application is:

[0011] A wide-speed-range bidirectional flying wing aircraft mode conversion system, comprising a foldable retractable all-moving tail wing and a power system arranged on the main body of the aircraft,

[0012] The number of all-moving tail wings is two, and the two all-moving tail wings are symmetrically arranged on the surface of the tail of the main body of the aircraft along the first axis direction of the aircraft, the first axis is perpendicular to the direction of the incoming flow of the low-speed mode flight of the aircraft and parallel to the direction of the incoming flow of the high-speed mode flight of the aircraft, and the all-moving tail wing comprises an outer wing segment, an inner wing segment and a rotating shaft, the bottom of the inner wing segment is rotationally connected with the main body of the aircraft through the rotating shaft to realize the overturning and folding of the outer wing segment and the inner wing segment, and the outer wing segment is connected to the top of the inner wing segment and can be retracted into the inner wing segment or extended from the inner wing segment.

[0013] Further, the inner wing segment comprises a fixed part and a deflection part, the fixed part is rotationally connected with the main body of the aircraft through the rotating shaft, the system further comprises a folding locking pin, a telescopic locking pin and an all-moving tail wing rotating shaft, the all-moving tail wing rotating shaft is sequentially connected with the fixed part, the deflection part and the outer wing segment from bottom to top, the deflection part and the outer wing segment can rotate around the all-moving tail wing rotating shaft, the folding locking pin can be inserted into the lower end of the all-moving tail wing rotating shaft to realize the overturning limiting of the outer wing segment and the inner wing segment, the all-moving tail wing rotating shaft comprises a thicker segment located in the inner wing segment and a thinner segment located in the outer wing segment, the thicker segment is hollow, and the thinner segment can be accommodated into the thicker segment, and the telescopic locking pin is used to be inserted into the all-moving tail wing rotating shaft to realize limiting when the inner wing segment is extended to a set length.

[0014] Further, it further comprises a telescopic sliding block and a telescopic sliding channel matched with the telescopic sliding block, and the telescopic sliding block is located in the outer wing segment.

[0015] Further, a large rotary table mechanism is arranged at the middle of the lower surface of the aircraft body, and the large rotary table mechanism can rotate relative to the aircraft body, and the power system is arranged on the large rotary table mechanism.

[0016] Further, the large rotary table mechanism is internally provided with an oil tank, a control system and a task load.

[0017] Further, the power system is a turbo-based combined power cycle engine.

[0018] Further, the aircraft body is further provided with ailerons.

[0019] According to the conversion method of the wide-speed-range bidirectional flying wing aircraft modal conversion system, in the initial state, the all-moving tail is accommodated in the upper surface of the aircraft body, the bidirectional flying wing aircraft takes off in the low-speed mode, accelerates to the high-hypersonic speed range, the aircraft starts to convert from the low-speed mode to the high-speed mode, the all-moving tail is unfolded around the rotating shaft, the locking pin locks the all-moving tail shape, the outer wing segment extends from the inner wing segment to provide the required torque for the aircraft rotation, the all-moving tail and the aircraft body rotate relative to the large rotary table mechanism, when the aircraft body rotates °, the positions of the aircraft body and the large rotary table mechanism are locked to prevent relative rotation, the modal conversion is completed, the aircraft changes to the high-speed mode, and continues to climb and accelerate to the hypersonic speed, after completing the high-speed flight task, the bidirectional flying wing aircraft decelerates to the high-hypersonic speed range, starts to convert from the high-speed mode to the low-speed mode, the all-moving tail is deflected to provide the required torque for the aircraft rotation, the all-moving tail and the aircraft body rotate relative to the large rotary table mechanism, when the aircraft body rotates °, the positions of the aircraft body and the large rotary table mechanism are locked, the all-moving tail is retracted and attached to the upper surface of the aircraft body, the modal conversion is completed, and the aircraft changes to the low-speed mode to complete the subsequent flight task, and in the modal conversion process, the deflected part of the inner wing segment and the outer wing segment rotate around the all-moving tail rotating shaft when the aircraft needs to adjust the yawing torque.

[0020] The present application has the following advantages:

[0021] (1) The system of the present application does not have additional mechanisms, and does not have additional requirements for the control system of the bidirectional flying wing aircraft;

[0022] (2) The telescopic and foldable V-shaped all-moving tail can not only provide the rotating torque in the modal conversion process, but also enhance the control ability of the aircraft in the high-speed mode, and is a multi-purpose device without increasing the additional resistance in the low-speed mode; (3) The large rotary table can balance the weight and volume of the two relatively rotating parts (the power system and the wing-body combination), which is beneficial to improve the stability of the modal conversion process; (4) The TBCC (turbo-based combined power cycle engine) combines turbojet engines and ramjet engines, and has a wide speed range.

[0023] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the figures. Attached Figure Description

[0024] Figure 1 Conceptual drawing of an aircraft with a bidirectional flying wing layout.

[0025] Figure 2 This is a structural diagram of an existing bidirectional flying wing mode conversion scheme.

[0026] Figure 3 This is a structural diagram of an existing bidirectional flying wing mode conversion scheme.

[0027] Figure 4 Figure 2 shows the existing bidirectional flying wing mode conversion scheme.

[0028] Figure 5 This is a diagram showing the fully movable tail fin deployment of the bidirectional flying wing aircraft mode conversion system of the present invention.

[0029] Figure 6 This is a diagram showing the retracted all-moving tail fin of the bidirectional flying wing aircraft mode conversion system of the present invention.

[0030] Figure 7 This is a diagram showing the location of the large turntable in the mode conversion system of the bidirectional flying wing aircraft of the present invention.

[0031] Figure 8 This is a schematic diagram of the mode conversion process of the bidirectional flying wing aircraft mode conversion system of the present invention.

[0032] Figure 9 This is a schematic diagram of the interior of the bidirectional flying wing aircraft of the present invention.

[0033] Figure 10 This is a schematic diagram of the large turntable component of the present invention.

[0034] Figure 11 This is a schematic diagram of a foldable and retractable tail wing component.

[0035] Figure 12 This is a schematic diagram of the deployment process of the foldable and retractable tail fin.

[0036] Figure 13 This is a schematic diagram of the extension process of the outer wing section of the foldable and retractable tail fin.

[0037] Figure 14 This is a schematic diagram of the deflection of the foldable and retractable tail fin. Detailed Implementation

[0038] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0039] As Figures 5-7 The figure shows the schematic diagram of the bi-directional flying wing aircraft modal conversion system of the present application: 11 is the aircraft body fuselage; 9 is the "V" type foldable telescopic all-moving tail, which is divided into two parts: inner wing segment and outer wing segment; 13 is the aircraft aileron (control surface), which realizes the control of pitch, yaw, roll, etc.; 10 is the power system of the aircraft, which uses TBCC (turbine-based combined cycle engine) to realize 0-5Ma wide speed range flight; 12 is the large rotary table mechanism connecting the fuselage and the engine, the internal mechanical system of which can control the entire modal conversion process to ensure its stability.

[0040] As Figure 8 The figure is the schematic diagram of the modal conversion process. The leftmost side is the bi-directional flying wing low-speed mode, which is a clean flying wing layout configuration without additional mechanism, and has high low-speed aerodynamic performance; the middle is the modal conversion transition stage, the all-moving tail 9 is opened to generate the yawing moment to deflect the body, and at the same time the aileron 13 of the aircraft realizes the stable control of the aircraft; the rightmost side is the bi-directional flying wing high-speed mode, the entire fuselage realizes 90° rotation, and at the same time the control efficiency of the aileron 13 of the aircraft in high-speed state decreases, and the unfolded "V" type all-moving tail 9 can supplement the control ability of the aircraft.

[0041] As Figure 9 The middle circular part is the large rotary table mechanism 12 connecting the fuselage and the engine. In addition to adapting to the size of the TBCC engine, the large enough internal space can be arranged for fuel tank, control system, mission load, etc., which can transfer the weight of the main body fuselage, reduce the moment of inertia, reduce the driving torque required for the rotation of the all-moving tail 9, and enhance the stability of the modal conversion process.

[0042] Figure 10 The figure is the component schematic diagram of the large rotary table mechanism 12. The annular support slide in the figure connects the fuselage and the large rotary table 12, which provides support force for the rotary table and the embedded slide improves the stability of rotation. The control motor is fixedly connected with the lower large rotary table and cooperates with the control gear to realize the control of the angular velocity and angular acceleration in the modal conversion process, which improves the reliability of the modal conversion.

[0043] Figure 11Figure 1 is a schematic diagram of the components of the foldable and retractable all-moving tail (after deployment): 1 is the outer wing section, which can be retracted into the inner wing section 2 in low-speed mode, and adopts a beam structure, which is internally supported by spars and ribs; 2 is the inner wing section, which adopts a structure similar to a single-piece wing, with a space left inside to accommodate the outer wing, and is supported by thickened skin and reinforcing stringers attached to the skin; 3 is the rotating shaft of the tail when it is folded; 4 is the folding locking pin, which is inserted into the lower end of 7 (all-moving tail rotating shaft) when the tail is deployed to a set position, locking the deployment angle; 5 is the telescopic locking pin, which locks the position after the outer wing section 1 is extended to a set length; 6 is the telescopic slider, and 8 is the telescopic slide; 7 is the all-moving tail rotating shaft, with the outer wing section rotating shaft being thin and the inner wing section rotating shaft being hollow, and the outer wing section rotating shaft being inserted into the hollow cavity when the tail is retracted.

[0044] The inner wing section 2 comprises a fixed portion and a deflection portion, the fixed portion is rotationally connected to the main body of the aircraft through the rotating shaft 3, the all-moving tail rotating shaft 7 is sequentially connected to the fixed portion, the deflection portion and the outer wing section 1 from bottom to top, the deflection portion and the outer wing section 1 can rotate around the all-moving tail rotating shaft 7, the folding locking pin 4 can be inserted into the lower end of the all-moving tail rotating shaft 7 to realize the flip limiting of the outer wing section 1 and the inner wing section 2, the all-moving tail rotating shaft 7 comprises a thicker section located in the inner wing section 2 and a thinner section located in the outer wing section 1, the thicker section is hollow, and the thinner section can be accommodated in the thicker section, and the telescopic locking pin 5 is used to insert into the all-moving tail rotating shaft 7 to realize limiting when the inner wing section 2 is extended to a set length.

[0045] Figure 12 Figure 1 is a schematic diagram of the components of the foldable and retractable all-moving tail (after deployment): 1 is the outer wing section, which can be retracted into the inner wing section 2 in low-speed mode, and adopts a beam structure, which is internally supported by spars and ribs; 2 is the inner wing section, which adopts a structure similar to a single-piece wing, with a space left inside to accommodate the outer wing, and is supported by thickened skin and reinforcing stringers attached to the skin; 3 is the rotating shaft of the tail when it is folded; 4 is the folding locking pin, which is inserted into the lower end of 7 (all-moving tail rotating shaft) when the tail is deployed to a set position, locking the deployment angle; 5 is the telescopic locking pin, which locks the position after the outer wing section 1 is extended to a set length; 6 is the telescopic slider, and 8 is the telescopic slide; 7 is the all-moving tail rotating shaft, with the outer wing section rotating shaft being thin and the inner wing section rotating shaft being hollow, and the outer wing section rotating shaft being inserted into the hollow cavity when the tail is retracted. Figure 12 Figure 11 Figure 12 Figure 1 is a schematic diagram of the components of the foldable and retractable all-moving tail (after deployment): 1 is the outer wing section, which can be retracted into the inner wing section 2 in low-speed mode, and adopts a beam structure, which is internally supported by spars and ribs; 2 is the inner wing section, which adopts a structure similar to a single-piece wing, with a space left inside to accommodate the outer wing, and is supported by thickened skin and reinforcing stringers attached to the skin; 3 is the rotating shaft of the tail when it is folded; 4 is the folding locking pin, which is inserted into the lower end of 7 (all-moving tail rotating shaft) when the tail is deployed to a set position, locking the deployment angle; 5 is the telescopic locking pin, which locks the position after the outer wing section 1 is extended to a set length; 6 is the telescopic slider, and 8 is the telescopic slide; 7 is the all-moving tail rotating shaft, with the outer wing section rotating shaft being thin and the inner wing section rotating shaft being hollow, and the outer wing section rotating shaft being inserted into the hollow cavity when the tail is retracted. Figure 12

[0046] Figure 13 Figure 1 is a schematic diagram of the components of the foldable and retractable all-moving tail (after deployment): 1 is the outer wing section, which can be retracted into the inner wing section 2 in low-speed mode, and adopts a beam structure, which is internally supported by spars and ribs; 2 is the inner wing section, which adopts a structure similar to a single-piece wing, with a space left inside to accommodate the outer wing, and is supported by thickened skin and reinforcing stringers attached to the skin; 3 is the rotating shaft of the tail when it is folded; 4 is the folding locking pin, which is inserted into the lower end of 7 (all-moving tail rotating shaft) when the tail is deployed to a set position, locking the deployment angle; 5 is the telescopic locking pin, which locks the position after the outer wing section 1 is extended to a set length; 6 is the telescopic slider, and 8 is the telescopic slide; 7 is the all-moving tail rotating shaft, with the outer wing section rotating shaft being thin and the inner wing section rotating shaft being hollow, and the outer wing section rotating shaft being inserted into the hollow cavity when the tail is retracted.

[0047] Figure 14 Figure 1 is a schematic diagram of the components of the foldable and retractable all-moving tail (after deployment): 1 is the outer wing section, which can be retracted into the inner wing section 2 in low-speed mode, and adopts a beam structure, which is internally supported by spars and ribs; 2 is the inner wing section, which adopts a structure similar to a single-piece wing, with a space left inside to accommodate the outer wing, and is supported by thickened skin and reinforcing stringers attached to the skin; 3 is the rotating shaft of the tail when it is folded; 4 is the folding locking pin, which is inserted into the lower end of 7 (all-moving tail rotating shaft) when the tail is deployed to a set position, locking the deployment angle; 5 is the telescopic locking pin, which locks the position after the outer wing section 1 is extended to a set length; 6 is the telescopic slider, and 8 is the telescopic slide; 7 is the all-moving tail rotating shaft, with the outer wing section rotating shaft being thin and the inner wing section rotating shaft being hollow, and the outer wing section rotating shaft being inserted into the hollow cavity when the tail is retracted. Figure 11

[0048] Figure 1 is a schematic diagram of the components of the foldable and retractable all-moving tail (after deployment): 1 is the outer wing section, which can be retracted into the inner wing section 2 in low-speed mode, and adopts a beam structure, which is internally supported by spars and ribs; 2 is the inner wing section, which adopts a structure similar to a single-piece wing, with a space left inside to accommodate the outer wing, and is supported by thickened skin and reinforcing stringers attached to the skin; 3 is the rotating shaft of the tail when it is folded; 4 is the folding locking pin, which is inserted into the lower end of 7 (all-moving tail rotating shaft) when the tail is deployed to a set position, locking the deployment angle; 5 is the telescopic locking pin, which locks the position after the outer wing section 1 is extended to a set length; 6 is the telescopic slider, and 8 is the telescopic slide; 7 is the all-moving tail rotating shaft, with the outer wing section rotating shaft being thin and the inner wing section rotating shaft being hollow, and the outer wing section rotating shaft being inserted into the hollow cavity when the tail is retracted.​​​​Figure 8 Left 1) take off, accelerate to high subsonic speed range, the aircraft begins to change from low speed mode to high speed mode (such as Figure 8 Right 1) conversion, the folding and telescopic tail wing 9 is unfolded by the motor drive, the locking pin 4 locks the tail wing 9 mode, provides the moment required for the rotation of the fuselage 11, and the fuselage 11 and the large rotary table 12 are relatively rotated. At the same time, the mechanical control system (motor, gear mechanism) inside the large rotary table 12 starts to work, and adjusts the rotation speed and the like of the mode conversion process. When the fuselage 11 is rotated by 90° (such as Figure 8 Right 1), the mechanical control system locks the fuselage 11 and the large rotary table, and the relative rotation cannot occur, the mode conversion is completed, and the high speed mode is changed. The aircraft continues to climb and accelerate to hypersonic speed, and the TBCC engine uses a turbojet engine at 0-3Ma and a ramjet engine at 3-5Ma. After completing the high speed flight task, the bidirectional flying wing aircraft decelerates to the high subsonic speed range, starts to change from the high speed mode to the low speed mode, the mechanical control system is unlocked, the movable tail wing 9 is deflected to provide the moment required for the rotation of the fuselage 11, the fuselage 11 and the rotary table 12 are relatively rotated, and the control system ensures the stability of the mode conversion. When the fuselage 11 is rotated by 90°, the mechanical control system is locked again, the folding and telescopic tail wing 9 is folded by the motor drive and is attached to the surface of the aircraft, the mode conversion is completed, and the low speed mode is changed, and the subsequent flight task is completed.

[0049] The TBCC (turbine-based combined cycle engine) can be replaced by other power forms, such as RBCC (rocket-based combined cycle engine), RTBCC (rocket, turbine-based combined cycle engine) and the like.

[0050] The above only describes the preferred embodiments of the present application and is not used to limit the present application. For those skilled in the art, the present application can have various changes and modifications. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A wide speed range bidirectional flying wing aircraft modal conversion system characterized by, The system comprises a foldable and telescopic all-movable tail wing (9) and a power system (10) arranged on the main body of the aircraft (11), The two all-movable tail wings (9) are symmetrically arranged on the upper surface of the tail of the main body of the aircraft (11) along the first axis of the aircraft, the first axis is perpendicular to the direction of the incoming flow in the low-speed mode of the aircraft and parallel to the direction of the incoming flow in the high-speed mode of the aircraft, the all-movable tail wing (9) comprises an outer wing segment (1), an inner wing segment (2) and a rotating shaft (3), the bottom of the inner wing segment (2) is rotatably connected to the main body of the aircraft through the rotating shaft (3) to realize the folding of the outer wing segment (1) and the inner wing segment (2), and the outer wing segment (1) is connected to the top of the inner wing segment (2) and can be retracted into the inner wing segment (2) or extended from the inner wing segment (2); The inner wing segment (2) comprises a fixed part and a deflection part, the fixed part is rotatably connected to the main body of the aircraft through the rotating shaft (3), the system further comprises a folding locking pin (4), a telescopic locking pin (5) and an all-movable tail wing rotating shaft (7), the all-movable tail wing rotating shaft (7) is sequentially connected to the fixed part, the deflection part and the outer wing segment (1) from bottom to top, the deflection part and the outer wing segment (1) can rotate around the all-movable tail wing rotating shaft (7), the folding locking pin (4) can be inserted into the lower end of the all-movable tail wing rotating shaft (7) to limit the folding of the outer wing segment (1) and the inner wing segment (2), the all-movable tail wing rotating shaft (7) comprises a thicker segment located in the inner wing segment (2) and a thinner segment located in the outer wing segment (1), the thicker segment is hollow, and the thinner segment can be accommodated in the thicker segment, and the telescopic locking pin (5) is used to limit the position of the all-movable tail wing rotating shaft (7) when the inner wing segment (2) is extended to a set length.

2. The wide speed range bidirectional flying wing aircraft modal conversion system of claim 1, wherein, The system further comprises a telescopic slider (6) and a telescopic slide (8) matched with the telescopic slider (6), and the telescopic slider (6) is located in the outer wing segment (1).

3. The wide speed range bidirectional flying wing aircraft modal conversion system of claim 1 or 2, wherein, The system further comprises a large-scale rotating platform mechanism (12), the large-scale rotating platform mechanism (12) is located at the middle position of the lower surface of the main body of the aircraft (11), the large-scale rotating platform mechanism (12) can rotate relative to the main body of the aircraft (11), and the power system (10) is arranged on the large-scale rotating platform mechanism (12).

4. The wide speed range bidirectional flying wing aircraft modal conversion system of claim 3, wherein, The large-scale rotating platform mechanism (12) is provided with an oil tank, a control system and a task load.

5. The wide speed range bidirectional flying wing aircraft modal conversion system of claim 3, wherein, The power system (10) is a turbine-based combined power cycle engine.

6. The wide speed range bidirectional flying wing aircraft modal conversion system of claim 3, wherein, The main body of the aircraft (11) is further provided with ailerons (13).

7. The conversion method of the wide-speed-range bidirectional flying wing aircraft mode conversion system according to any one of claims 1-6, characterized in that In the initial state, the all-moving tail (9) is stored in the upper surface of the aircraft body fuselage (11), the bidirectional flying wing aircraft takes off in the low-speed mode, accelerates to the high-hypersonic speed range, and the aircraft starts to convert from the low-speed mode to the high-speed mode. The all-moving tail (9) is deployed around the rotating shaft (3), the locking pin (4) locks the all-moving tail (9) shape, the outer wing segment (1) extends from the inner wing segment (2), and the required torque for aircraft rotation is provided. The all-moving tail (9) and the aircraft body fuselage (11) rotate relative to the large rotary table mechanism (12), and when the aircraft body fuselage (11) rotates 90°, the position of the aircraft body fuselage (11) and the large rotary table mechanism (12) is locked to prevent relative rotation, completing the mode conversion and changing to the high-speed mode. The aircraft continues to climb and accelerate to hypersonic speed, and after completing the high-speed flight task, the bidirectional flying wing aircraft decelerates to the high-hypersonic speed range and starts to convert from the high-speed mode to the low-speed mode. The all-moving tail (9) deflects to provide the required torque for aircraft rotation, the all-moving tail (9) and the aircraft body fuselage (11) rotate relative to the large rotary table mechanism (12), and when the aircraft body fuselage (11) rotates 90°, the position of the aircraft body fuselage (11) and the large rotary table mechanism (12) is locked. The all-moving tail (9) is retracted and attached to the upper surface of the aircraft body fuselage (11), completing the mode conversion and changing to the low-speed mode to complete the subsequent flight task. During the mode conversion process, the deflection part of the inner wing segment (2) and the outer wing segment (1) rotate around the all-moving tail rotating shaft (7) when the aircraft needs to adjust the yaw torque.

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