An adaptive variable-wing rotor structure and aircraft

Abstract

This invention discloses an adaptive variable-airfoil rotor structure and an aircraft, relating to the field of aircraft technology. The adaptive variable-airfoil rotor structure is fixedly installed on the upper end of the rotor shaft of an aircraft, including a fixed rotor on one side of the rotor shaft and a deformable rotor on the other side. The fixed rotor includes a spars, ribs, and skin; the deformable rotor includes a spars structure, rib structure, cable assembly, spring assembly, and skin. When the rotor shaft is stationary, the deformable rotor changes its airfoil under the action of the cables and spring assembly, forming a pair of symmetrical fixed wings with the fixed rotor. When the rotor shaft rotates around its own axis, the rib structure of the deformable rotor flips under the action of inertial force, and the leading and trailing edges of its airfoil interchange positions, forming a pair of rotors with the fixed rotor. This allows the airfoil to meet the requirements of the aircraft in forward flight or vertical takeoff and landing flight states, and all are mechanically driven, requiring no additional driving force. The structure is simple and easy to implement.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to an adaptive variable-wing rotor structure and an aircraft. Background Technology

[0002] In the field of aircraft design, researchers have been searching for aircraft design solutions that combine efficient vertical takeoff and landing (VTOL) hovering capabilities with high-speed forward flight. As early as the 1970s, Sikorsky and Bell Helicopter, competing in a joint NASA and U.S. Army tender for a new VTOL high-speed transport aircraft, proposed the X-wing technology concept. This technology integrates the helicopter's rotor and fixed wing to achieve multiple flight modes. The basic principle is to switch flight modes by rotating or locking the rotor. The S-72X demonstrator was developed, but it failed to win the bid and achieve practical application due to its overly complex mechanical and power systems. In the early 21st century, Boeing developed the X-50A, an unmanned demonstrator based on X-wing technology, using rotor tip jet technology to achieve rotor-fixed wing switching. The X-50A and the S-72X demonstrator share the common feature of using a crescent-shaped, asymmetrical airfoil with indistinguishable leading and trailing edges, resulting in low propeller efficiency and wing aerodynamic efficiency in both flight modes, making it impractical. Furthermore, the variable airfoil required for the interchangeable leading and trailing edges of the X-wing cannot be achieved using traditional variable pitch control mechanisms, and its structure is often quite complex.

[0003] In summary, the key technology that urgently needs to be solved is to find a simple deformable wing method to make the aircraft's wing have the optimal airfoil in both rotor and fixed-wing flight modes, so that the aircraft has both efficient vertical take-off and landing hovering performance and high-speed forward flight performance. Summary of the Invention

[0004] The present invention aims to solve the problem that the wing structure of current aircraft is too complex when switching flight modes, which makes it impossible for the aircraft wing to have the function of both rotor and forward flight to have the best flight performance in both forward flight and vertical take-off and landing flight states.

[0005] To achieve the above objectives, this invention proposes an adaptive variable-airfoil rotor structure, fixedly mounted on the rotor shaft of an aircraft, comprising a fixed rotor and a variable-airfoil respectively disposed on both sides of the rotor shaft; the fixed rotor includes:

[0006] The wing sparb structure includes a first wing sparb, a second wing sparb, and a third wing sparb extending along the wingspan direction. The first wing sparb, the second wing sparb, and the third wing sparb are arranged front to back along the chord direction and fixed to one side of the upper end of the rotor shaft. It also includes at least three ribs spaced apart along the wingspan and a skin covering the outer edge of the ribs. The ribs are fixedly installed on the first spar, the second spar, and the third spar. The geometry of the ribs is determined according to the airfoil design, and the leading edge of the airfoil that fixes the rotor is located at the front end.

[0007] The deformable rotor includes: The wing spars structure includes a first wing spars, a second wing spars, and a third wing spars that extend along the wingspan direction and are arranged front to back along the chord direction, and are fixedly disposed on the other side of the upper end of the rotor shaft; The rib structure is spaced apart along the wingspan direction, and its number and position are the same as those of the ribs of the deformable rotor. The rib structure includes a first rib, a second rib, and a rib pivot. The rib pivot is rotatably mounted along the chord direction and passes through the first spar, the second spar, and the third spar. The first rib and the second rib have the same airfoil as the ribs in the fixed rotor, but the leading edges of the airfoils of the first rib and the second rib are arranged in opposite directions and fixed to the rib pivot with an inner angle of less than 90 degrees to each other. The cable assembly is connected to the rib structure arranged along the wingspan direction to synchronously drive the first rib, the second rib, and the rib pivot to rotate. A spring assembly, elastically connected to the cable assembly, is used to apply a restoring force to the cable; and, The skin covers the outer edge of the ribs of the deformable rotor and can change the fore-and-aft position of the leading and trailing edges of the deformable rotor while keeping the airfoil unchanged as the first and second ribs rotate. When the rotor shaft is in a stopped state, the spring assembly, through its elastic restoring force and the cable assembly, pulls the rib structure to rotate until the first rib is in a vertical position, providing support for the skin and airfoil. Simultaneously, the second rib rotates inward to a near-horizontal position, disengaging from the skin and thus not affecting the shape of the deformable rotor. At this time, the leading edge of the airfoil of the deformable rotor and the leading edge of the airfoil of the fixed rotor are both in a forward position, forming a pair of symmetrical fixed wings. When the rotor shaft rotates around its own axis, the rib structure, under the action of centrifugal force, overcomes the tension of the spring assembly and rotates outward until the second rib is in a vertical position. The leading edge of the airfoil of the second rib is in a rearward position, while the trailing edge is located at the front end of the deformable rotor, forming an anti-symmetrical rotor configuration with the airfoil of the fixed rotor. At this time, the first rib rotates outward to a near-horizontal position, disengaging from the skin and not affecting the shape of the deformable rotor. The deformable rotor, in either a de-rotated or rotating state, achieves the purpose of changing the position of the leading and trailing edges of the airfoil by rotating the rib structure to interchange the positions of the first and second ribs. The total mass of the fixed rotor and the deformable rotor, as well as the mass distribution along the wingspan, are exactly the same in the rotor state.

[0008] In one embodiment, the first wing sparb is installed at the same height as the first wing rib and the second wing rib in the middle of the chord, and the second wing sparb and the third wing sparb are equally spaced at the front and rear positions of the first wing sparb in the chord direction, so as to divide each of the first wing rib and the second wing rib into four parts in the chord direction; Each of the rib pivots passes through the center chord of the airfoil and is mounted on the first spar, the second spar, and the third spar.

[0009] In one embodiment, each of the rib structures further includes a rib connector, which is disposed between the outer edges of the first rib and the second rib and is curved to form a frame structure with the first rib and the second rib respectively, so as to allow for smooth changes during skin covering and rotor deformation.

[0010] In one embodiment, each of the rib structures further includes two rotation limiting members respectively installed on the inner and outer sides of the rib pivot on the first wing beam. The rotation limiting members can abut against the first rib or the second rib to provide rotation angle limiting and positioning for the first rib and the second rib.

[0011] In one embodiment, the cable assembly includes two cable groups extending along the wingspan direction. The two cable groups are identical and are respectively located on the front and rear sides of the first wing spar. Each cable group includes two pairs of cables. Specifically, the first cable group located on the front side of the first wing spar includes a first cable, a second cable, a third cable, and a fourth cable. The first and second cables are arranged in pairs and are respectively connected to the upper and lower edges of the first rib adjacent to the front side of the first wing spar. The third and fourth cables are arranged in pairs and are respectively connected to the upper and lower edges of the second rib. Similarly, the second cable group located on the rear side of the first wing spar also includes a first cable and a second cable respectively connected to the upper and lower edges of the first rib, and a third cable and a fourth cable respectively connected to the upper and lower edges of the second rib, for pulling the plurality of first and second ribs installed along the wingspan direction to rotate synchronously.

[0012] In one embodiment, the spring assembly includes two sets of tension springs. The first set of tension springs includes a pair of tension springs with the same elastic force, namely a first tension spring and a second tension spring. The second set of tension springs also includes a pair of tension springs with the same elastic force, namely a third tension spring and a fourth tension spring. The inner ends of both sets of tension springs are connected to the rotor shaft. The outer ends of the first and second tension springs are respectively connected to the inner ends of the first and third cables. The outer ends of the third and fourth tension springs are respectively connected to the inner ends of the second and fourth cables.

[0013] The present invention also proposes an aircraft, comprising: The aircraft body includes a fuselage, a rotor shaft, a tail support beam, and landing gear. The rotor shaft is installed on the top of the fuselage and extends vertically upward from the fuselage, allowing it to rotate around its own axis. The tail support beam is installed on the top of the fuselage and extends rearward, with an extension length greater than the radius of the deformable rotor. It is used to install the powered rotor, tail rotor, and tail structure. The landing gear is installed at the bottom of the fuselage and is used for support during aircraft landing and takeoff. The aforementioned adaptive variable-wing rotor structure is fixedly installed on the upper end of the rotor shaft and includes a fixed rotor and a variable rotor respectively disposed on both sides of the rotor shaft; The fixed rotor includes: The wing spars structure includes a first wing spars, a second wing spars, and a third wing spars that extend along the wingspan direction and are arranged front to back along the chord direction, and are fixedly disposed on one side of the upper end of the rotor shaft; It also includes a plurality of ribs spaced apart along the wingspan direction and a skin covering the outer edge of the ribs. Each rib is fixedly installed on the first spar, the second spar, and the third spar. The geometric shape of the rib is determined according to the airfoil design, and the leading edge of the airfoil is located at the front end of the fixed rotor.

[0014] The deformable rotor includes: The wing spars structure includes a first wing spars, a second wing spars, and a third wing spars that extend along the wingspan direction and are arranged front to back along the chord direction, and are fixedly disposed on one side of the upper end of the rotor shaft; The rib structure has at least three ribs spaced apart along the wingspan direction. Each rib structure includes a first rib, a second rib, and a rib pivot. The rib pivot is rotatably mounted along the chord direction and passes through the first spar, the second spar, and the third spar. The first rib and the second rib have the same airfoil as the ribs in the fixed rotor, but the leading edges of the airfoils of the first rib and the second rib are positioned opposite each other and fixed to the rib pivot with an internal angle of less than 90 degrees between them. A cable assembly is connected to each of the aforementioned rib structures to synchronously drive the first rib and the second rib to rotate; A spring assembly, elastically connected to the cable assembly, is used to apply a restoring force to the cable; and, The skin covers the outer edge of the ribs of the deformable rotor and can change the fore-and-aft position of the leading and trailing edges of the deformable rotor as the positions of the first and second ribs change. When the rotor shaft is in a stopped state, the spring assembly in the deformable rotor pulls the rib structure inward through the cable assembly until the first rib is in a vertical position, providing support for the skin and airfoil. The leading edge of the airfoil and the leading edge of the fixed rotor are both in a forward position, forming a symmetrical fixed wing configuration. At this time, the second rib rotates inward synchronously to a near-horizontal position, disengaging from the skin and thus not affecting the shape of the deformable rotor. When the rotor shaft rotates around its own axis, the rib structure overcomes the tension of the spring assembly under the action of centrifugal force and rotates outward until the second rib is in a vertical position. The leading edge of the airfoil of the second rib is in a rearward position, while the trailing edge is located at the front end of the deformable rotor, forming an anti-symmetrical rotor configuration with the airfoil of the fixed rotor. At this time, the first rib rotates outward synchronously to a near-horizontal position, disengaging from the skin and not affecting the shape of the deformable rotor. The deformable rotor, in either a de-rotated or rotating state, achieves the purpose of changing the position of the leading and trailing edges of the airfoil by rotating the rib structure to interchange the positions of the first and second ribs. The total mass of the fixed rotor and the deformable rotor, as well as the mass distributed along the wingspan, are exactly the same. The tiltrotor structure includes a front sparsity, a rear sparsity, ribs, and skin. The front sparsity is mounted on the fuselage below and behind the rotor shaft via bearings. The tiltrotor structure extends symmetrically outwards, with an extension length less than the diameter of the adaptive deformable rotor structure. The tiltrotor structure can rotate within a 0-90 degree range using its front sparsity as a pivot point. The rear sparsity follows the rotation of the tiltrotor, performing an arc-shaped motion at the rear of the fuselage. During vertical takeoff and landing, the tiltrotor structure is positioned close to 90 degrees to avoid obstructing the rotor's wake. During forward flight, it is positioned close to 0 degrees to provide primary lift. The powered propeller structure includes a powered propeller crossbeam mounted on the tail fin support beam and a pair of electric propellers mounted on the left and right ends of the powered propeller crossbeam. The powered propeller crossbeam extends outward symmetrically from left to right, and the extension length is greater than the diameter of the electric propellers. The electric propellers are axially forward-oriented and are mainly used to provide thrust during forward flight. They can also provide some yaw torque during vertical take-off and landing. The tail structure, located at the rear end of the tail support beam, includes a V-shaped beam and a horizontal tail and elevator surfaces mounted on the upper end of the beam, mainly used to control the pitch attitude of the flight. The tail rotor structure includes a tail rotor bracket, an actuator, a rotating shaft, and an electric tail rotor. The tail rotor bracket is installed inside the V-shaped beam. A tail rotor rotating shaft with a forward-backward orientation of the fuselage is installed at the upper end of the tail rotor bracket. The electric tail rotor is installed in the middle of the tail rotor rotating shaft. The tail rotor actuator is installed on the tail fin bracket at its front end. It can drive the tail rotor rotating shaft, thereby causing the electric tail rotor to rotate within a range of ±40 degrees. This allows the thrust direction of the tail rotor to vary between lateral, upper side, and lower side, providing a means to overcome the yaw moment of the fuselage around the rotor shaft and part of the pitch moment around the aircraft's center of gravity during vertical takeoff and landing.

[0015] In one embodiment, the aircraft has a forward flight state and a vertical takeoff and landing state, and the flight control method of the aircraft is as follows: When the aircraft is flying forward, the rotor is in a de-rotating state. The rib structure in the deformable rotor rotates inward under the elastic restoring force of the first set of tension springs, so that the first rib is in a vertical position. The leading edge of the airfoil is consistent with the leading edge of the fixed rotor on the other side. That is, the leading edges of the deformable rotor and the fixed rotor are both facing the forward flight direction, forming a symmetrical fixed wing on both sides to provide part of the lift required by the aircraft. At this time, the tilting wing rotates to a horizontal position to provide the main lift, and the electric propeller is in a horizontal working state to provide the thrust required for forward flight. When the aircraft is in a vertical takeoff and landing state, the rotor shaft drives the fixed rotor and the deformable rotor to rotate. The rib structure of the deformable rotor rotates outward under the action of centrifugal force, thereby driving the rib structure to rotate, so that the second rib rotates to a 90-degree position. The leading edge of the airfoil faces opposite to the leading edge of the fixed rotor on the other side, forming anti-symmetrical rotors on both sides to provide upward thrust. At the same time, the tiltrotor rotates to a vertical position to avoid obstructing the downwash wake of the rotor. The electric tail rotor is in operation to provide the torque required to resist yaw.

[0016] The technical solution of this invention involves rotating the rotor shaft and fixing the adaptive variable airfoil rotor at the upper end of the rotor shaft. The rotor shaft includes a fixed rotor mounted on one side of the rotor shaft and a variable rotor mounted on the other side. The fixed rotor and the variable rotor have the same size, airfoil, weight, and mass distributed along the wingspan. The rib structure and airfoil of the fixed rotor remain fixed in both forward flight and vertical take-off and landing flight states. The rib structure of the variable rotor rotates at an angle of less than 90 degrees as the rotor shaft rotates or stops rotating, causing the leading and trailing edges of the airfoil of the variable rotor to interchange positions.

[0017] For example, when the aircraft is in a vertical takeoff and landing state, the rotor shaft drives the deformable rotor to rotate at high speed, so that the rib structure overcomes the elastic force of the spring assembly under the action of centrifugal force and is pulled outward by the cable until the second rib is in a vertical position. At this time, the leading edge of the deformable wing is opposite to the leading edge of the fixed rotor installed on the other side of the rotor shaft, that is, the leading edges of the fixed rotor and the deformable rotor face opposite directions, which meets the rotor design requirements in the vertical takeoff and landing or hovering state.

[0018] When the aircraft is in forward flight mode, the rotor shaft stops rotating, the deformable rotor loses centrifugal force, and the elastic restoring force of the spring assembly located at the root of the deformable rotor pulls the rib structure inward through the cable until the first rib is in a vertical position. At this time, the leading edge of the deformable wing is in the same direction as the leading edge of the fixed rotor, which meets the requirements of the fixed airfoil in forward flight mode. That is, the fixed rotor installed on the other side of the rotor shaft and the leading edge of the deformable rotor face the same direction, forming a fixed wing that is symmetrical on the left and right sides, providing part of the lift for the aircraft.

[0019] The solution provided by this invention automatically achieves synchronous conversion of the airfoil during the transformation of the aircraft's state, thereby realizing the interchange of the leading and trailing edges of the deformable rotor. This ensures that the airfoil on both sides meets the requirements of the aircraft in forward flight or vertical take-off and landing flight states. This invention is all mechanical transmission and does not require additional driving force. It has a simple structure and is easy to implement. It can ensure that the aircraft obtains the best airfoil and aerodynamic efficiency in any flight state, while improving the structural integrity of the rotor and the reliability of the mechanism. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art 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 the structures shown in these drawings without creative effort.

[0021] Figure 1 A schematic diagram of an embodiment of the adaptive variable-air rotor provided by the present invention, which is in a spin-stopped state during forward flight; Figure 2 A schematic diagram of an embodiment of the adaptive variable-wing rotor provided by the present invention in a rotating state during vertical take-off and landing flight; Figure 3 for Figure 1 Schematic diagram of the structure of a medium-deformation rotor; Figure 4 for Figure 1 A partial structural diagram of a deformable rotor; Figure 5 for Figure 1 A schematic diagram of the spanwise cross-section of a partial structure of a deformable rotor; Figure 6 for Figure 1 A partial schematic diagram of the rib structure and cable assembly of a deformable rotor in the anti-spin state; Figure 7 for Figure 2 A partial schematic diagram of the rib structure and cable assembly of the deformable rotor in the rotating state; Figure 8 A side view of an embodiment of the aircraft provided by the present invention in a forward-flying state; Figure 9 for Figure 8 A top-down view of the aircraft in forward flight mode; Figure 10 for Figure 8 A rear-view diagram of the aircraft in forward flight mode; Figure 11 for Figure 8 A side view of the aircraft in vertical takeoff and landing mode; Figure 12 for Figure 8 A top-down view of a medium-sized aircraft in a vertical takeoff and landing configuration; Figure 13 for Figure 8 A rear-view diagram of a medium-altitude aircraft in a vertical takeoff and landing configuration; Figure 14 for Figure 8 A rear view of the tail rotor structure installed in the middle of the V-shaped tail fin; Figure 15 for Figure 8 A side view of the tail rotor structure installed in the middle of the V-shaped tail fin.

[0022] Explanation of icon numbers: 100. Adaptive variable-airfoil rotor structure; 10. Rotor shaft; 11. Fixed rotor; 12. Deformable rotor; 110. Spallation structure; 111. First spallation; 112. Second spallation; 113. Third spallation; 120. Rib structure; 121. First rib; 122. Second rib; 123. Rib shaft; 124. Rib connector; 125. Rotation limiter; 130. Cable assembly; 131. First cable; 132. Second cable; 133. Third cable; 134. Fourth cable; 140. Spring assembly; 150. Skin; 200. Aircraft; 20. Aircraft body; 21. Fuselage; 22. Landing gear; 23. Tail support beam; 30. Tilt-wing structure; 31. Tilt-wing front spars; 32. Tilt-wing rear spars; 33. Tilt-wing ribs; 34. Tilt-wing skin; 40. Powered propeller structure; 41. Powered propeller crossbeam; 42. Electric propeller; 50. Tail fin structure; 51. V-shaped beam frame; 52. Tail fin; 53. Elevator surface; 60. Tail rotor structure; 61. Tail rotor support; 62. Tail rotor actuator; 63. Tail rotor shaft; 64. Electric tail rotor.

[0023] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0024] 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 a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0025] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0026] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0027] In the field of aircraft design, researchers have been searching for aircraft design solutions that combine efficient vertical takeoff and landing (VTOL) hovering capabilities with high-speed forward flight. As early as the 1970s, Sikorsky and Bell Helicopter, competing in a joint NASA and U.S. Army tender for a new VTOL high-speed transport aircraft, proposed the X-wing technology concept. This technology integrates the helicopter's rotor and fixed wing to achieve multiple flight modes. The basic principle is to switch flight modes by rotating or locking the rotor. The S-72X demonstrator was developed, but it failed to win the bid and achieve practical application due to its overly complex mechanical and power systems. In the early 21st century, Boeing developed the X-50A, an unmanned demonstrator based on X-wing technology, using rotor tip jet technology to achieve rotor-fixed wing switching. The X-50A and the S-72X demonstrator share the common feature of using a crescent-shaped, asymmetrical airfoil with indistinguishable leading and trailing edges, resulting in low propeller efficiency and wing aerodynamic efficiency in both flight modes, making it impractical. Furthermore, the variable airfoil required for the interchangeable leading and trailing edges of the X-wing cannot be achieved using traditional variable pitch control mechanisms, and its structure is often quite complex.

[0028] In summary, the key technology that urgently needs to be solved is how to make the rotor of an aircraft have an airfoil configuration that meets the design requirements in both forward flight and vertical take-off and landing (VTOL) flight with a simple structure, so that the aircraft has both efficient VTOL hovering performance and high-speed forward flight performance.

[0029] The main objective of this invention is to propose an adaptive variable airfoil rotor structure and aircraft, which aims to solve the problem that the airfoil conversion structure of current multi-flight-mode aircraft is relatively complex and cannot meet the requirement that the aircraft wing has the optimal airfoil in both rotor and fixed-wing flight modes.

[0030] To achieve the above objectives, please refer to Figures 1 to 7This invention proposes an adaptive variable-airfoil rotor structure 100, which is fixedly installed on the upper end of the rotor shaft 10 of an aircraft 200. The adaptive variable-airfoil rotor structure 100 includes a fixed rotor 11 and a deformable rotor 12 respectively disposed on both sides of the rotor shaft 10. The fixed rotor 11 includes a sparsity, ribs, and skin. The sparsity includes a first sparsity 111, a second sparsity 112, and a third sparsity 113 extending along the wingspan direction and arranged front to back along the chord direction, and is fixedly disposed on one side of the upper end of the rotor shaft 10. It also includes a plurality of ribs spaced apart along the wingspan direction and skin covering the outer edge of the ribs. Each rib is fixedly installed on the sparsity. The geometric shape of the ribs is... The design is determined by the airfoil, with the leading edge of the airfoil positioned at the front end of the fixed rotor. The deformable rotor 12 includes a sparsity structure 110, a rib structure 120, a cable assembly 130, a spring assembly 140, and a skin. The sparsity structure 110 includes a first sparsity 111, a second sparsity 112, and a third sparsity 113 extending along the wingspan direction and arranged front-to-back along the chord direction, and is fixedly located on the other side of the upper end of the rotor shaft 10. At least three rib structures 120 are spaced apart along the wingspan direction. Each rib structure 120 includes a first rib 121, a second rib 122, and a rib shaft 123. The rib shaft 123 is rotatably mounted along the chord direction and passes through the first sparsity 111. The second spar 112 and the third spar 113, the first rib 121 and the second rib 122 have the same airfoil as the ribs in the fixed rotor 11, but the leading edges of the airfoils of the first rib 121 and the second rib 122 are positioned opposite each other and fixed to the rib pivot 123 at an internal angle of less than 90 degrees; the cable assembly 130 is connected to each of the rib structures 120 to synchronously drive the first rib 121 and the second rib 122 to rotate; the spring assembly 140 is elastically connected to the cable assembly 130 to apply a restoring elastic force to the cable; the skin 150 covers the outer edge of the ribs of the deformable rotor 12 and can... The leading and trailing edges of the deformable rotor 12 can change their positions according to the positions of the first rib 121 and the second rib 122. When the rotor shaft 10 is stopped, the spring assembly 140 in the deformable rotor 12 pulls the rib structure 120 inward through the cable assembly 130 until the first rib 121 is in a vertical position, providing support for the skin 150 and the airfoil. The leading edge of the airfoil and the leading edge of the fixed rotor 11 are both in a forward position, forming a left-right symmetrical fixed wing configuration. At this time, the second rib 122 rotates inward synchronously to a near-horizontal state, disengaging from the skin 150 and thus not affecting the shape of the deformable rotor 12.When the rotor shaft 10 rotates around its own axis, the rib structure 120, under the action of centrifugal force, overcomes the tension of the spring assembly 140 and rotates outward until the second rib 122 is in a vertical position. The leading edge of the airfoil of the second rib 122 is in a rearward position, while the trailing edge is located at the front end of the deformable rotor 12, forming an anti-symmetrical rotor state with the airfoil of the fixed rotor 11. At this time, the first rib 121 rotates outward synchronously to a near-horizontal position, disengaging from the skin 150 without affecting the shape of the deformable rotor 12. The deformable rotor 12, in both anti-rotation and rotational states, achieves the purpose of changing the position of the leading and trailing edges of the airfoil by rotating the rib structure 120, thereby exchanging the positions of the first rib 121 and the second rib 122. The total mass of the fixed rotor 11 and the deformable rotor 12 is exactly the same, and the mass distribution along the wingspan is also exactly the same in the rotational state.

[0031] The technical solution of this invention utilizes the centrifugal force generated when the rotor shaft 10 drives the deformable rotor 12 to rotate, or the elastic restoring force of the spring assembly 140 when it stops rotating, to pull the rib structure 120 around the rib shaft 123 via the cable assembly 130. This causes the first rib 121 or the second rib 122 to be in a vertical position, thereby making the leading and trailing edges of the airfoil of the deformable rotor 12 in the same or opposite direction as the leading and trailing edges of the fixed rotor 11 mounted on the other side of the rotor shaft 10. That is, when the aircraft 200 is in forward flight, the rotor shaft 10 stops rotating. The fixed rotor 11 and the deformable rotor 12 are symmetrically arranged in terms of airfoil, and their leading edges both face the flight direction, which meets the airfoil requirements in forward flight. Furthermore, when the aircraft 200 is in a vertical take-off and landing state, the rotor shaft 10 rotates, causing the fixed rotor 11 and the deformable rotor 12 to rotate at high speed. Under the action of centrifugal force, the rib structure 120 is stretched and deformed against the elastic force of the spring assembly 140, so that the rib structure 120 rotates outward around the rib shaft 123. The leading edge of the deformable rotor 12 faces the opposite direction to that of the fixed rotor 11, which meets the airfoil requirements in vertical take-off and landing or hovering states. The solution provided by this invention automatically achieves synchronous conversion of the airfoil of the deformable rotor 12 by controlling the rotation and anti-rotation of the rotor shaft 10 during the flight state transition of the aircraft 200. This ensures that the airfoil meets the flight performance requirements of the aircraft 200 in different flight states. Moreover, all of these are mechanical transmissions, with simple structures and easy implementation. While ensuring that the aircraft 1000 obtains the best airfoil and aerodynamic efficiency in any flight state, it also ensures the structural integrity of the rotor and the reliability of the mechanism.

[0032] It should be noted that the elastic force of the spring assembly 140 refers to its restoring force that overcomes external forces to recover from a stretched deformation state to its original length. Specifically, in this solution, the elastic restoring force of the spring assembly 140 is significantly less than the centrifugal force generated by the rib structure 120 when the deformable rotor 12 rotates. Because the size and mass of the upper half of the rib shaft 123 of the rib structure 120 are greater than those of the lower half, the centrifugal force of the upper half overcomes the elastic force of the spring assembly 140 and extends outward, while the centrifugal force of the lower half rotates inward under the action of the elastic force of the spring assembly 140, causing the rib structure 120 to rotate outward as a whole, thereby driving the second wing... When rib 122 rotates to the vertical position, the leading and trailing edges of the deformable rotor 12 are in the opposite direction to the leading and trailing edges of the fixed rotor 11, which meets the requirements of a rotor in vertical take-off and landing flight. When the deformable rotor 12 stops spinning, the centrifugal force disappears, and the elastic force of the spring assembly 140 connecting the upper half of the rib structure 120 overcomes the elastic force of the spring assembly 140 connecting the lower half of the rib structure, pulling the rib structure 120 back to its original position and causing the first rib 121 to rotate to the vertical position. At this time, the leading and trailing edges of the deformable rotor 12 are in the same direction as the leading and trailing edges of the fixed rotor 11, which meets the requirements of a fixed wing in the forward flight state of the aircraft 200.

[0033] It is worth mentioning that the installation angle between the first rib 121 and the second rib 122 is between 70° and 80°, and the rotation position and structural stability of the rib structure 120 are guaranteed by the limiting member 125. The rib structure 12 is provided with at least three or more, thereby ensuring the strength of the deformable rotor 12 and the accuracy of the shape of the skin 150.

[0034] It is also worth mentioning that the skin 150 is made of a lightweight, flexible woven material with high tensile strength and toughness, such as the nylon fiber fabric used in ultralight aircraft, thereby reducing the drag of the wing rib structure 120 during rotation. The cable assembly 130 is made of a lightweight material with high strength and toughness, such as nylon rope or metal wire. The spring assembly 140 is made of a material with high stiffness and strength characteristics, such as spring steel or carbon fiber woven composite material, thereby ensuring that it will not be broken under the centrifugal force of the rotor. The wing spars structure 110 and the wing rib structure 120 are both made of lightweight materials with high stiffness and strength characteristics, such as carbon fiber composite material, thereby ensuring that the adaptive variable airfoil rotor structure 100 is lightweight while having high strength.

[0035] Furthermore, the second wing beam 112 and the third wing beam 113 are respectively disposed on the front and rear sides of the first wing beam 111 in the chord direction, so as to divide each of the first wing ribs 121 and the second wing ribs 122 into four parts in the chord direction; the two ends of each wing rib pivot 123 pass through the first wing beam 111, the second wing beam 112 and the third wing beam 113. By setting the second wing beam 112 and the third wing beam 113, the structure receives more support in the chord direction, thereby improving the stability of the overall structure.

[0036] Furthermore, each of the rib structures 120 also includes a rib connector 124, which is located between the first rib 121 and the second rib 122 and has a curved outer edge for the skin 150 to cover. This arrangement ensures that the skin 150 receives more support during the continuous deformation of the airfoil, and also ensures that the design shape of the deformable rotor 12 has a smaller error compared with the aerodynamic requirements. In addition, during the rotation of the rib shaft 123, the line contact between the first rib 121, the second rib 122 and the skin 150 is changed to a surface contact with the connector, which reduces the wear of the rib structure 120 on the skin 150 and improves its service life.

[0037] Furthermore, the rib connectors 124 at both ends of each of the rib structures 120 can adopt a continuous thin-shell structure to accommodate the curved surface of the skin 150. This configuration satisfies the airfoil requirements of the deformable rotor and ensures a smooth transition of the skin 150 with the airfoil as it transitions between the first rib 121 and the second rib 122, further reducing wear on the skin 150 from the rib connectors 124 and improving the lifespan of the structure.

[0038] It should be noted that this solution does not limit the number of connection points between the cable assembly 130 and each of the rib structures 120. In one embodiment of this solution, please refer to... Figures 6 to 7 The first cable 131 and the second cable 132 are a set connected to the upper and lower edges of the first ribs 121 on both sides of the first wing beam 111, respectively. The third cable 133 and the fourth cable 134 are a set connected to the upper and lower edges of the second ribs 122, respectively. This arrangement ensures that when the first rib is in a vertical position (see...),... Figure 6 When rotated to a near-horizontal position (see...) Figure 7 The first cable 131 is located in the gap between the two sides of the first wing beam 111 and the wing rib structure 120, which does not hinder the second wing rib 122 from rotating to a vertical position, and the cable assembly 130 connecting each of the wing rib structures 120 arranged along the wingspan maintains the same inward and outward displacement during rotation.

[0039] In another embodiment of this solution, the cable assembly 130 can also be added to the upper and lower edges of the rib structure 120 on both sides of the second wing beam 112 and the third wing beam 113. Similarly, a spring assembly 140 connecting the added cable assembly 130 needs to be added. This arrangement makes the centrifugal force applied to each rib structure 120 and the elastic force of the spring assembly 140 more evenly distributed, improves the transmission efficiency, and makes the overall structure more reliable.

[0040] It is worth mentioning that the two methods mentioned above can be set one by one or simultaneously; this method does not impose specific restrictions here.

[0041] It should also be noted that this solution does not limit the specific implementation of the spring assembly 140. In a preferred embodiment of this solution, please refer to... Figure 3 The spring assembly 140 includes two sets of tension springs. The first set of tension springs includes a pair of tension springs with the same elastic force, namely a first tension spring and a second tension spring. The second set of tension springs also includes a pair of tension springs with the same elastic force, namely a third tension spring and a fourth tension spring. The inner ends of both sets of tension springs are connected to the rotor shaft 10. The outer ends of the first and second tension springs are connected to the inner ends of the first cable 131 and the third cable 133, respectively. The outer ends of the third and fourth tension springs are connected to the inner ends of the second cable 132 and the fourth cable 134, respectively. By connecting the spring assembly 140 with the cable assembly 130 and the wing rib structure 120, the springback and reset of the wing rib structure 120 are achieved. The structure is simple, reliable, and lightweight.

[0042] Please refer to Figures 8 to 15The present invention also proposes an aircraft 200, including an aircraft body 20, the aforementioned adaptive variable-wing rotor structure 100, tiltrotor structure 30, powered rotor structure 40, tail structure 50, and tail rotor structure 60. The aircraft body 20 includes a fuselage 21, a rotor shaft 10, a tail support beam 22, and a landing gear 23. The rotor shaft 10 is mounted on the top of the fuselage 21 and extends vertically upward from the fuselage 21, rotatable about its own axis. The tail support beam 23 is mounted at the rear of the fuselage 21 and extends rearward, with an extension length greater than the radius of the variable-wing rotor 12, for mounting the powered rotor structure 40, tail rotor structure 60, and tail structure 50. The landing gear 22 is used to mount... Located at the bottom of the fuselage 21, it provides support for the aircraft 200 during landing and takeoff; the adaptive variable-wing rotor structure 100 is fixedly installed on the upper end of the rotor shaft 10; the tilt-wing structure 30 includes a tilt-wing front spar 31, a tilt-wing rear spar 32, a tilt-wing rib 33, and a tilt-wing skin 34. The tilt-wing front spar 31 is mounted on the fuselage 21 below and behind the rotor shaft 10 via bearings. The tilt-wing structure 30 extends outward symmetrically from left to right, with an extension length less than the diameter of the adaptive variable-wing rotor structure 100. The tilt-wing structure 30 can rotate within a range of 0-90 degrees around the tilt-wing front spar 31 as the pivot. The tilt-wing rear spar 32 follows the rotation of the tilt-wing and moves in an arc at the rear end of the fuselage 21. During vertical takeoff and landing, the tiltrotor structure 30 of the aircraft 200 is positioned close to 90 degrees to avoid obstructing the wake generated by the rotor. During forward flight, it is positioned close to 0 degrees to provide the main lift. The powered propeller structure 40 includes a powered propeller crossbeam 41 mounted on the tail support beam 23 and a pair of electric propellers 42 mounted at both ends of the powered propeller crossbeam 41. The powered propeller crossbeam 41 extends outward symmetrically from left to right, with an extension length greater than the radius of the electric propellers 42. The electric propellers 42 are axially forward-oriented, providing part of the yaw moment during vertical takeoff and landing and providing thrust during forward flight. The tail structure 50 is located at the rear end of the tail support beam 23 and includes a V-shaped beam 51, a wing 52 mounted on the upper end of the V-shaped beam 51, and an elevator. The surface 53 is mainly used to control the pitch attitude of the flight; the tail rotor structure 60 includes a tail rotor bracket 61, a tail rotor actuator 62, a tail rotor shaft 63, and an electric tail rotor 64. The tail rotor bracket 61 is installed inside the V-shaped beam 51. The tail rotor shaft 63, which is oriented forward and backward along the fuselage, is installed at the upper end of the tail rotor bracket 61. The electric tail rotor 64 is installed in the middle of the tail rotor shaft 63. The tail rotor actuator 62 is installed on the tail rotor bracket 61 at its front end. It can drive the tail rotor shaft 63 and drive the electric tail rotor 64 to rotate within a range of ±40 degrees, so that the thrust direction of the tail rotor can be changed between the upper side, the side, and the lower side. It is used to provide yaw moment to overcome the yaw moment around the rotor shaft 10 and part of the pitch moment around the center of gravity of the aircraft 200 during vertical take-off and landing.

[0043] The technical solution provided by this invention states that the aircraft 200 has a forward flight state and a vertical takeoff and landing state, and its operation is as follows: When the aircraft 200 is in the forward flight state, please refer to... Figures 8 to 10 The rotor shaft 10 is locked in place, and the rib structure 120 of the deformable rotor 12 rotates inward around the rib shaft under the elastic force of the spring assembly 140, so that the second rib 122 is in a vertical position to provide support for the skin 150 and the airfoil. At this time, the leading and trailing edges of the airfoil of the deformable rotor 12 are aligned with the leading and trailing edges of the fixed rotor 11, that is, the leading edges of both the deformable rotor 12 and the fixed rotor 11 face forward. At the same time, the first rib 121 rotates inward synchronously. The tiltrotor 30 is moved to a near-horizontal position without affecting the airfoil of the deformable rotor 12. The tiltrotor 30 provides lift with its airfoil surface in a near-horizontal position. The rotation axes of the electric rotors 42, located at both ends of the propeller beam 41, are oriented forward and backward, providing the thrust required for forward flight of the aircraft 200. The tail structure 50, located at the rear end of the tail support beam 23, provides pitch and yaw attitude control surfaces for the aircraft. The electric tail rotor 62 is in a de-rotated state. When the aircraft 200 is in a vertical takeoff and landing state, please refer to... Figures 11 to 14 When the rotor shaft 10 rotates, the first rib 121 of the deformable rotor 12, under the action of centrifugal force, overcomes the elastic force of the spring assembly 140 and rotates outward around the rib shaft 123 to a vertical position, providing support for the skin 150 and the airfoil. At this time, the leading and trailing edge orientations of the airfoil of the deformable rotor 12 are opposite to those of the leading and trailing edges of the fixed rotor 11, that is, the leading edges of the deformable rotor 12 and the fixed rotor 11 face opposite directions. Simultaneously, the second rib 122 rotates outward synchronously to a near-horizontal position without interfering with the deformable rotor 12. The airfoil of 2 has an impact. At the same time, the wing surface of the tiltrotor 30 rotates to a near-vertical position to avoid blocking the downwash airflow generated by the rotor. The electric rotor 42 is in a de-rotation state. The electric tail rotor 64, which is mounted at the rear end of the tail wing support beam 23, is in operation and rotates within a range of ±40 degrees with the tail rotor shaft 63 under the drive of the tail rotor actuator 62. This causes the tail rotor thrust mounted in the middle of the tail rotor shaft 63 to vary between the upper side, the side, and the lower side, providing the aircraft 200 with a pitching moment to overcome the torque around the rotor shaft 10 and the pitching moment around the center of gravity.

[0044] The above description is merely an exemplary embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural transformations made using the contents of the present invention specification and drawings under the technical concept of the present invention, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. An adaptive variable-airfoil rotor structure, fixedly mounted on the rotor shaft of an aircraft, characterized in that, This includes a fixed rotor and a deformable rotor respectively located on both sides of the rotor shaft; The fixed rotor includes: The wing spars include a first wing spars, a second wing spars, and a third wing spars that extend along the wingspan direction and are arranged front to back along the chord direction, and are fixedly disposed on one side of the upper end of the rotor shaft; It also includes at least three ribs spaced apart along the wingspan and a skin covering the outer edge of the ribs. Each rib is fixedly installed on the wing spars. The geometry of the ribs is determined according to the airfoil design, and the leading edge of the airfoil is located at the front end of the fixed rotor. The deformable rotor includes: The wing spars structure includes a first wing spars, a second wing spars, and a third wing spars that extend along the wingspan direction and are arranged front to back along the chord direction, and are fixedly disposed on the other side of the upper end of the rotor shaft; The rib structures are spaced apart along the wingspan direction and their positions and numbers are the same as those of the ribs of the fixed rotor. Each rib structure includes a first rib, a second rib, and a rib pivot. The rib pivot is installed along the chord direction and passes through the first spar, the second spar, and the third spar. The airfoils of the first rib and the second rib are the same as those of the ribs of the fixed rotor, but the leading edges of the airfoils of the first rib and the second rib are positioned opposite each other and fixed to the rib pivot with an internal angle of less than 90 degrees to each other. The cable assembly is connected to each of the rib structures to drive the first rib and the second rib to rotate synchronously around the rib axis; A spring assembly, elastically connected to the cable assembly, is used to apply a restoring force to the cable; and, The skin covers the outer edge of the ribs of the deformable rotor and can change the front and rear positions of the leading and trailing edges of the deformable rotor as the first and second ribs rotate around the rib axis. When the rotor shaft is in a stopped state, the spring assembly in the deformable rotor pulls the upper edge of the rib structure inward through the cable assembly until the first rib is in a vertical position, providing support for the skin and airfoil. The leading edge of the airfoil and the leading edge of the fixed rotor on the other side are both in a forward position, forming a symmetrical fixed airfoil configuration. At this time, the second rib rotates inward synchronously with the first rib to a near-horizontal state, disengaging from the skin and thus not affecting the airfoil of the deformable rotor. When the rotor shaft rotates around its own axis, the rib structure is subjected to centrifugal force. The first rib rotates outward to overcome the tension of the spring assembly until the second rib is in a vertical position. The leading edge of the second rib is in a rearward position, while the trailing edge is located at the front end of the deformable rotor. This forms an anti-symmetrical rotor state with the airfoil of the fixed rotor on the other side. At this time, the first rib rotates outward synchronously to a near-horizontal position, disengaging from the skin without affecting the airfoil of the deformable rotor. The deformable rotor, in both anti-rotation and rotational states, achieves the purpose of changing the orientation of the leading and trailing edges of the airfoil by rotating the rib structure, thereby exchanging the positions of the first and second ribs in the anti-rotation and rotational states. The total mass of the fixed rotor and the deformable rotor are exactly the same, and their mass distribution along the wingspan is also exactly the same in rotor mode.

2. The adaptive variable airfoil rotor structure as described in claim 1, characterized in that, The first wing sparb is installed in the middle of the wing chord, and this position is selected at the only position where the first wing rib and the second wing rib are at the same height when they are in a vertical state. The second wing sparb and the third wing sparb are equally spaced along the wing chord direction at the front and rear positions of the first wing sparb, so that the first wing rib and the second wing rib, which are fixed to the wing rib pivot, are divided into four parts along the wing chord direction. Each of the ribs distributed along the wingspan direction passes through the airfoil's center chord and is rotatably mounted on the first spar, the second spar, and the third spar.

3. The adaptive variable-airfoil rotor structure as described in claim 1, characterized in that, Each of the wing rib structures further includes a wing rib connector fixed between the first wing rib and the second wing rib. The outer edge of the wing rib connector is curved to form a frame structure with the first wing rib and the second wing rib respectively, so as to allow for smooth changes during skin covering and rotor deformation.

4. The adaptive variable-airfoil rotor structure as described in claim 1, characterized in that, Each of the rib structures further includes two rotation limiting members that restrict the rotation angle of the rib. The rotation limiting members are installed on the first wing beams on both the inner and outer sides of the rib pivot shaft to provide rotation angle limiting and airfoil positioning for the first and second ribs.

5. The adaptive variable airfoil rotor structure as described in claim 1, characterized in that, The cable assembly includes two sets of cables extending along the wingspan direction. The two sets of cables are identical and are respectively located on the front and rear sides adjacent to the first wing spar. Each set of cables includes two pairs of cables. Specifically, the first set of cables located on the front side of the first wing spar includes two pairs of cables, namely a first cable and a second cable, a third cable, and a fourth cable. The first cable and the second cable are arranged in pairs and are respectively connected to the upper and lower edges of the first wing rib. The third cable and the fourth cable are also arranged in pairs and are respectively connected to the upper and lower edges of the second wing rib. Similarly, the second set of cables located on the rear side of the first wing spar also includes a first cable and a second cable respectively connected to the upper and lower edges of the first wing rib, and a third cable and a fourth cable respectively connected to the upper and lower edges of the second wing rib, for pulling the multiple first wing ribs and second wing ribs installed along the wingspan direction to rotate synchronously.

6. The adaptive variable airfoil rotor structure as described in claim 1, characterized in that, The spring assembly includes two sets of tension springs. The first set of tension springs includes a pair of tension springs with the same elastic force, namely a first tension spring and a second tension spring. The second set of tension springs also includes a pair of tension springs with the same elastic force, namely a third tension spring and a fourth tension spring. The inner ends of both sets of tension springs are fixed to the rotor shaft. The outer ends of the first tension spring and the second tension spring are respectively connected to the inner ends of the first cable and the third cable. The outer ends of the third tension spring and the fourth tension spring are respectively connected to the inner ends of the second cable and the fourth cable.

7. An aircraft, characterized in that, include: The aircraft body includes a fuselage, a rotor shaft, a tail support beam, and landing gear. The rotor shaft is vertically mounted on the top of the fuselage and extends upward, with an extension length less than 50% of the fuselage height. The rotor shaft can rotate or lock around the fuselage under the drive of a power system installed inside the fuselage. The tail support beam is installed at the rear of the fuselage and extends rearward, with an extension length greater than the radius of the deformable rotor. It is used to install the powered rotor structure, tail rotor, and tail fin structure. The landing gear is installed at the bottom of the fuselage and is used for support during aircraft landing and takeoff. The fixed rotor and the adaptive variable-air rotor structure according to any one of claims 1 to 6 are fixedly installed on both sides of the upper end of the rotor shaft; The tiltrotor structure includes a tiltrotor front spars and a tiltrotor rear spars, tiltrotor ribs and tiltrotor skin. The tiltrotor front spars are mounted on the rear of the fuselage via bearings. The tiltrotor structure extends symmetrically outward along the spanwise direction, with an extension length less than the diameter of the adaptive variable airfoil rotor. The tiltrotor structure can rotate within a range of 0-90 degrees around the tiltrotor front spars as a pivot point. The tiltrotor rear spars follow the rotation of the tiltrotor structure in an arc-shaped motion at the rear of the fuselage. During vertical takeoff and landing, the tiltrotor structure is in a position close to 90 degrees to avoid obstructing the wake generated by the fixed rotor and the adaptive variable airfoil rotor. During forward flight, it is in a position close to 0 degrees to provide the main lift. The powered propeller structure includes a powered propeller support beam mounted on the tail fin support beam and a pair of electric propellers mounted at both ends of the powered propeller support beam. The powered propeller support beam extends outward symmetrically from left to right, with an extension length greater than the diameter of the electric propellers. The electric propellers are axially forward-oriented and provide part of the yaw torque during vertical take-off and landing, and provide thrust during forward flight. The tail structure, located at the rear end of the tail support beam, includes a V-shaped beam and a horizontal tail and elevator surfaces mounted on the upper end of the V-shaped beam, mainly used to control the pitch attitude of flight. The tail rotor structure includes a tail rotor bracket, a tail rotor actuator, a tail rotor shaft, and an electric tail rotor. The tail rotor bracket is installed inside the V-shaped beam. The tail rotor shaft, which runs the fuselage forward and backward, is installed at the upper end of the tail rotor bracket. The electric tail rotor is installed in the middle of the tail rotor shaft. The tail rotor actuator is mounted on the tail fin bracket at its front end. It can drive the tail rotor shaft and rotate the electric tail rotor within a range of ±40 degrees, so that the thrust direction of the electric tail rotor can vary between the upper side, the side, and the lower side. This is used to provide yaw moment overcoming the rotor shaft and part of the pitch moment around the aircraft's center of gravity during vertical takeoff and landing.

8. The aircraft as claimed in claim 7, characterized in that, The aircraft has forward flight and vertical takeoff and landing modes, and its flight control methods are as follows: When the aircraft is flying forward, the adaptive variable-wing rotor structure is in a de-rotation state. The rib structure in the deformable rotor rotates inward under the elastic force of the spring assembly, so that the first rib is in a vertical position. The leading edge of the deformable rotor is consistent with the leading edge of the fixed rotor on the other side. That is, the leading edges of the deformable rotor and the fixed rotor are both facing forward, forming a symmetrical fixed wing on both sides to provide part of the lift. The tilting wing structure rotates to a horizontal position to provide the main lift. The electric propeller is in operation to provide the thrust required for forward flight. When the aircraft is in a vertical takeoff and landing state, the rotor shaft drives the deformable rotor to rotate. The rib structure rotates outward under the action of centrifugal force, causing the second rib to rotate to a 90-degree position. The leading edge of the deformable rotor faces opposite directions to the leading edge of the fixed rotor on the other side, forming an anti-symmetrical rotor on both sides to provide upward thrust. At the same time, the first rib is also rotated outward to a near-horizontal position under the action of centrifugal force and disengages from the skin. In addition, the tilting wing also rotates to a vertical position to avoid obstructing the downwash wake of the rotor. The electric tail rotor is in operation to provide anti-yawing torque.

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