Lightweight integrated pneumatic drive system and morphing wing

Abstract

This invention belongs to the field of variable wing technology and discloses a lightweight integrated aerodynamic drive system and a deformable wing. The aerodynamic drive system includes: a double-acting cylinder integrated with the valve bodies of a normally open and normally closed electromagnetic directional valve via a cylinder head; a combined valve comprising an inflation valve and a pressure reducing valve; the inflation valve is located above the pressure reducing valve, with its valve body integrated with the pressure reducing valve's valve body, and its outlet flow channel directly connected to the pressure reducing valve's inlet flow channel; the pressure reducing valve is located on the top of the front cylinder head of the double-acting cylinder, and is connected to the normally open electromagnetic directional valve via a gas-sealed connection, directly docking with a gas cylinder. This system combines optimized gas path design and hardware integration, integrating energy and drive functions, resulting in a compact and lightweight structure. It can adapt well to the requirements of limited installation space, significantly improving the system's adaptability to various operating conditions, thereby enhancing the aircraft's flight performance.

Description

Technical Field

[0001] This invention belongs to the field of variable wing technology, and particularly relates to a lightweight integrated aerodynamic drive system and a deformable wing. Background Technology

[0002] In the aerospace field, the flight performance of an aircraft is closely related to its aerodynamic shape. Once the aerodynamic shape of a traditional fixed-wing aircraft is determined, it can only achieve optimal aerodynamic efficiency under specific flight conditions, making it difficult to adapt to the complex flight requirements across a wide speed range and airspace. With the diversification of modern aviation missions, multi-condition coordinated flight missions such as high-altitude long-endurance reconnaissance, transonic penetration, and low-speed near-ground cruise are becoming increasingly common, placing higher demands on the aerodynamic adaptability of aircraft. Deformable wing technology, as one of the core technologies for improving the aerodynamic performance of aircraft, enables aircraft to achieve optimal aerodynamic shapes under different flight conditions by adjusting key aerodynamic parameters such as wing span, sweep angle, and camber in real time. This effectively improves the lift-to-drag ratio, reduces energy consumption, and expands the flight envelope, making it a research hotspot in the aviation field.

[0003] The drive system is the core execution unit for the reliable deformation of a morphing wing. Its performance directly determines the morphing wing's response speed, deformation accuracy, load-bearing capacity, and the overall flight performance of the aircraft. Currently, morphing wing drive systems are mainly divided into mechanical drive, hydraulic drive, electric drive, and pneumatic drive types. Among them, mechanical drive systems transmit power through transmission mechanisms such as gears, lead screws, and connecting rods. Their complex structure and numerous components result in heavy systems, low integration, and transmission backlash that easily affects deformation accuracy, making it difficult to meet the requirements of lightweight and high-precision deformation. Hydraulic drive systems have the advantages of high power density and strong load-bearing capacity, but they are susceptible to hydraulic oil leakage. Furthermore, the system includes multiple components such as pumps, valves, and pipelines, making integration difficult and maintenance costs high. Additionally, the viscosity of hydraulic oil is greatly affected by temperature, resulting in poor adaptability to extreme high and low temperature environments, limiting its application in special flight scenarios such as high altitudes and polar regions.

[0004] Electric motor drive systems offer advantages such as fast response, high control precision, and relatively simple structure. However, limited by motor power density and energy storage device performance, their output thrust is limited, making it difficult to drive wing structures with large loads and large deformations. In contrast, aerodynamic drive systems, powered by compressed gas, offer advantages such as high power density, fast response, simple and compact structure, and light weight. Furthermore, the gas medium eliminates the risk of leakage and contamination, exhibits better stability in extreme temperature environments, and has the potential to meet the lightweight and high reliability requirements of deformable wings.

[0005] However, existing deformable wing aerodynamic drive systems still have many shortcomings: First, they have low integration. Drive components (such as cylinders, valves, and air tanks) are mostly designed separately from the wing structure, requiring additional installation space and connection structures. This not only increases the overall weight and aerodynamic drag of the wing but may also affect the structural strength and deformation coordination of the wing. Second, they are not lightweight enough. Traditional aerodynamic drive components are mostly made of metal materials, and the pipeline layout is messy, which further aggravates the weight burden of the system and makes it difficult to meet the stringent requirements of modern aircraft for weight reduction and efficiency improvement.

[0006] Furthermore, with the rapid development of miniaturized aircraft such as micro-aircraft and unmanned combat aerial vehicles, more stringent requirements have been placed on the size, weight, and integration of morphing wing drive systems. The split layout and redundant structure of traditional aerodynamic drive systems can no longer meet the installation space constraints of miniaturized wings. There is an urgent need to develop an aerodynamic drive system that can be deeply integrated with the wing structure, is lightweight, and has a high degree of integration, in order to overcome existing technological bottlenecks and promote the widespread application of morphing wing technology in various types of aircraft. Summary of the Invention

[0007] To address the aforementioned deficiencies or improvement needs of existing technologies, this invention provides a lightweight integrated pneumatic drive system and deformable wing. The purpose is to integrate the electromagnetic reversing valve with the front and rear cylinder heads of the cylinder into a single structure, and to integrate the pressure reducing valve and the charging valve into the front cylinder head of the cylinder. By combining air circuit optimization and hardware integration, the number of system components and connection interfaces is effectively reduced, and space utilization is improved. This solves the technical problems of low integration and insufficient lightweighting of existing pneumatic drive systems.

[0008] To achieve the above objectives, according to one aspect of the present invention, a lightweight integrated pneumatic drive system is provided, comprising: a gas cylinder, a combination valve, a double-acting cylinder, a normally open solenoid directional valve, and a normally closed solenoid directional valve. The double-acting cylinder forms an integral structure with the valve body of the normally open solenoid directional valve and the valve body of the normally closed solenoid directional valve through the front cylinder head and the rear cylinder head respectively, so that the cylinder cavity of the double-acting cylinder is connected to the valve body of the normally open solenoid directional valve and the valve body of the normally closed solenoid directional valve through an air passage. The combination valve includes an inflation valve (3) and a pressure reducing valve (4); the inflation valve (3) is located above the pressure reducing valve (4), and its valve body forms an integral structure with the valve body of the pressure reducing valve (4). The outlet flow channel of the inflation valve (3) is connected to the inlet flow channel of the pressure reducing valve (4); the pressure reducing valve (4) is located on the top of the front cylinder head (9) of the double-acting cylinder (5), and is connected to the normally open electromagnetic reversing valve through a gas circuit seal, and is directly connected to the gas cylinder (1).

[0009] Preferably, both the normally open solenoid directional valve and the normally closed solenoid directional valve adopt a two-position three-way solenoid directional valve structure. The front cylinder head of the double-acting cylinder and the valve body of the normally open solenoid directional valve are formed into an integral structure through an integrated casting process. Through flow channels are opened inside the front cylinder head of the double-acting cylinder and the valve body of the normally open solenoid directional valve, so that the internal cavities of the two are directly connected by air passage. The rear cylinder head of the double-acting cylinder and the normally closed solenoid directional valve are formed into an integral structure through an integrated casting process. Through flow channels are opened inside the rear cylinder head of the double-acting cylinder and the valve body of the normally closed solenoid directional valve, so that the internal cavities of the two are directly connected by air passage.

[0010] Preferably, the inflation valve includes an inflation valve body, an elastic seal, an inflation valve seat, an inflation valve core, and a core return spring; The inflation valve seat is integrally formed on the top of the pressure reducing valve, and the outlet flow channel of the inflation valve seat is coaxially and linearly connected to the inlet flow channel of the pressure reducing valve. The inflation valve body is a hollow cylindrical structure, and its outer wall is provided with an external thread that matches the threaded interface of the inflation valve seat. It is detachably fixed to the pressure reducing valve by threaded connection, and an annular sealing gasket is nested at the connection. The inflation valve core is movably arranged between the inflation valve body and the inflation valve seat, and its upper end is provided with an elastic sealing element, and its lower end is equipped with a valve core return spring.

[0011] Preferably, the pressure reducing valve is a piston-type pressure reducing valve, comprising a pressure reducing valve body, a pressure reducing valve core, a pressure reducing valve seat, a pressure reducing valve piston, a pressure adjusting spring seat, a pressure adjusting spring, a pressure reducing valve cover, and a pressure adjusting screw; The pressure reducing valve body is located in the upper half of the pressure reducing valve. The pressure reducing valve core, the pressure reducing valve seat, and the piston are arranged sequentially from top to bottom along the central axis of the body. The pressure reducing valve seat is fixedly installed inside the pressure reducing valve body via a threaded connection. The pressure reducing valve core is movably disposed within the limiting space formed by the pressure reducing valve body and the pressure reducing valve seat. The lower end of the pressure reducing valve core has a tapered structure, and a sealing ring is fitted between the pressure reducing valve core and the pressure reducing valve body, thus forming a tapered sealing pair. An O-ring is provided between the pressure reducing valve piston and the pressure reducing valve body, forming a sealing mating pair. The pressure reducing valve cover is located in the lower half of the pressure reducing valve and is fixedly connected to the pressure reducing valve body. The pressure reducing valve cover adopts a hollow columnar structure, and a pressure adjusting spring seat, a pressure adjusting spring and a pressure adjusting screw are assembled inside from top to bottom. The pressure adjusting screw is installed in conjunction with the pressure reducing valve cover, and the pressure adjusting spring seat is in abutting state with the pressure reducing valve piston.

[0012] Preferably, the pressure reducing valve further includes a pressure reducing valve return spring, the upper end of which abuts against the limiting step surface inside the pressure reducing valve body, and the lower end abuts against the shoulder structure of the pressure reducing valve core.

[0013] Preferably, the double-acting cylinder includes a cylinder barrel, a piston, and a piston rod; The cylinder barrel is a cylindrical cavity with symmetrical ends. The piston is adapted to be installed in the internal cavity of the cylinder barrel. The piston rod is coaxially and symmetrically connected to the piston. One end of the piston rod is fixedly connected to the center position of the piston, and the other end passes through the end sealing structure of the cylinder barrel and extends to the outside of the cylinder for connection with the actuator.

[0014] Preferably, the double-acting cylinder, the inflation valve, the pressure reducing valve, and the normally open solenoid directional valve are all made of aluminum alloy.

[0015] Preferably, a vertical plate is provided on one side of either the front cylinder head or the rear cylinder head of the double-acting cylinder, which is detachably installed to the gas cylinder by means of clamps and screws; an internally threaded cylinder is also provided above the front cylinder head, and the pressure reducing valve is installed on the top by means of threaded connection.

[0016] Preferably, the gas cylinder is fixed to one side of the double-acting cylinder by means of a clamp and fastening screws; the gas cylinder is made of carbon fiber wound composite material; the gas cylinder is connected to the inlet of the pressure reducing valve through a gas cylinder connector, and an elastic seal is provided at the connection.

[0017] According to one aspect of the invention, a deformable wing is provided, employing a lightweight integrated aerodynamic drive system as described in any of the preceding claims.

[0018] In summary, compared with the prior art, the lightweight integrated pneumatic drive system provided by the present invention has the following advantages: 1. This invention integrates energy and drive systems, combining core components such as gas cylinders, pressure reducing valves, filling valves, and electromagnetic directional valves with a double-acting cylinder. Specifically, the electromagnetic directional valve is integrated with the front and rear cylinder heads: firstly, this allows direct connection between the valve body's internal flow channel and the cylinder cavity, eliminating the need for traditional external gas pipes and intermediate joints; secondly, it significantly shortens the filling and exhaust path during directional control, reducing gas volume and pressure loss, thereby significantly improving the piston rod's response speed and directional frequency, enabling the actuators to achieve rapid and synchronous drive; simultaneously, eliminating external piping reduces potential leakage points, improving the system's integration reliability and compactness in confined spaces. The pressure reducing valve and filling valve are integrated and mounted on the front cylinder head, using an upper and lower stacking design. The integrated structure directly connects the outlet flow channel of the inflation valve and the inlet flow channel of the pressure reducing valve, and the entire assembly is mounted on the top of the front cylinder head of the double-acting cylinder, directly and sealed to the air inlet of the normally open electromagnetic reversing valve. This design allows the high-pressure gas from the cylinder to pass through the inflation valve and pressure reducing valve sequentially, entering the control valve and cylinder cavity via the shortest path, reducing intermediate joints and transition pipelines. This reduces pressure fluctuations and energy loss, and improves the stability and adjustment accuracy of the pressure reducing valve's output pressure. By adjusting the pressure reducing valve, different load and response speed requirements can be flexibly matched, further enhancing the system's adaptability to various operating conditions of deformable wings. Therefore, this design, combining optimized airflow and hardware integration, results in a compact and lightweight integrated energy and drive structure, making it particularly suitable for aircraft with limited space and light weight requirements. It also enables rapid actuator movement, thereby improving actuator performance.

[0019] 2. This invention preferably uses a two-position three-way solenoid directional valve to achieve rapid switching of the air path, combined with a piston-type pressure reducing valve to achieve precise and stable control of the output pressure. This ensures the smoothness of the double-acting cylinder's movement and significantly improves the air path response rate. Furthermore, the preferred piston-type pressure reducing valve allows for flexible setting of its outlet pressure parameters, making it particularly suitable for the deployment and retraction movements of the deformable wing under different load conditions and different drive time requirements, greatly enhancing the system's adaptability to various operating conditions.

[0020] 3. In this invention, the double-acting cylinder, electromagnetic reversing valve, and air filling and pressure reducing combination valve are preferably made of aluminum alloy, while the gas cylinder is made of carbon fiber wound composite material; at the same time, all components adopt a compact installation layout. Compared with traditional pneumatic drive systems, this design can effectively reduce the overall weight of the drive device, thereby improving the flight performance of the aircraft. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of a pneumatic drive system as an example of the present invention.

[0022] Figure 2This is a schematic diagram of the internal structure of the through-flow channel as an example of the present invention.

[0023] Figure 3 This is a schematic diagram of the internal structure of the air-filling pressure-reducing combination valve as an example of the present invention.

[0024] Figure 4 This is a schematic diagram of the internal structure of a double-acting cylinder as an example of the present invention.

[0025] Figure 5 The aerodynamic circuit diagram is an example of the deformable wing aerodynamic drive system of the present invention.

[0026] In all the accompanying drawings, the same reference numerals are used to denote the same elements or structures, wherein: 1-Gas cylinder; 2-Gas cylinder connector; 3-Inflation valve; 4-Pressure reducing valve; 5-Double-acting cylinder; 6-Normally open solenoid directional valve; 7-Normally closed solenoid directional valve; 8-Gas cylinder clamp; 9-Front cylinder head; 10-Piston rod; 11-Internal threaded cylinder; 12-Vertical plate; 13-Cylinder barrel; 14-Rear cylinder head; 15-Piston; 16-Inflation valve body; 17-Elastic seal; 18-Inflation valve seat; 19-Inflation valve core; 20-Valve core return spring; 21-Pressure reducing valve body; 22-Pressure reducing valve return spring; 23-Pressure reducing valve core; 24-Pressure reducing valve seat; 25-Pressure reducing valve piston; 26-Adjusting spring seat; 27-Adjusting spring; 28-Pressure reducing valve cover; 29-Adjusting screw. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention. Furthermore, the technical features involved in the various embodiments of this invention described below can be combined with each other as long as they do not conflict with each other.

[0028] Please see Figure 1This is a schematic diagram of a lightweight integrated pneumatic drive system, which includes: a gas cylinder 1, a combination valve, a double-acting cylinder 5, a normally open solenoid directional valve 6, and a normally closed solenoid directional valve 7; the front cylinder head 9 and rear cylinder head 14 of the double-acting cylinder 5 form an integral structure with the valve bodies of the normally open solenoid directional valve 6 and the normally closed solenoid directional valve 7, respectively, so that the cavity of the double-acting cylinder 5 is connected to the valve bodies of the normally open and normally closed solenoid directional valves through an air passage; the combination valve includes an inflation valve 3 and a pressure reducing valve 4; the inflation valve 3 is located above the pressure reducing valve 4, and its valve body forms an integral structure with the valve body of the pressure reducing valve 4, and the outlet flow channel of the inflation valve 3 is directly connected to the inlet flow channel of the pressure reducing valve 4; the pressure reducing valve 4 is located on the top of the front cylinder head 9 of the double-acting cylinder 5, and is connected to the normally open solenoid directional valve through an air passage seal, and is directly connected to the gas cylinder 1.

[0029] The system integrates the normally open solenoid directional valve 6 and the normally closed solenoid directional valve 7 onto the front cylinder head 9 and rear cylinder head 14 of the double-acting cylinder 5, respectively, so that the valve body and the cylinder cavity are directly connected by air passage, thereby enabling rapid switching of intake and exhaust: on the one hand, the normally closed valve 7 is energized at the same time (supplying air to the rear cavity) and the normally open valve 6 is energized (cutting off the air intake to the front cavity and exhausting air), and the drive end of the double-acting cylinder extends; on the other hand, when the two valves are de-energized, the normally open valve 6 resumes air intake to the front cavity, the normally closed valve 7 cuts off the air supply to the rear cavity and exhausts air, and the drive end of the double-acting cylinder retracts. Meanwhile, in the combination valve located at the top of the front cylinder head 9, the charging valve 3 opens the high-pressure gas from the gas cylinder 1. After being reduced to the set working pressure by the integrated pressure reducing valve 4, the gas is directly sealed and delivered to the air inlet of the normally open valve 6. By adjusting the output pressure of the piston-type pressure reducing valve 4, the driving force and charging / discharging speed of the cylinder can be linearly changed, thereby adapting to the following conditions: increasing pressure to ensure reliable operation under heavy loads, increasing pressure to accelerate movement speed when a fast response is required, or reducing pressure to reduce impact under light loads and slow speeds, thus realizing the drive of the actuator under different working conditions.

[0030] In some embodiments, both the normally open solenoid directional valve 6 and the normally closed solenoid directional valve 7 employ a two-position three-way solenoid directional valve structure. The front cylinder head 9 of the double-acting cylinder 5 and the valve body of the normally open solenoid directional valve 6 are integrally formed using a casting process, with through-flow channels opened inside both the front cylinder head 9 and the valve body of the normally open solenoid directional valve 6, allowing direct airflow communication between their internal cavities. Similarly, the rear cylinder head 9 of the double-acting cylinder 5 and the normally closed solenoid directional valve 7 are integrally formed using a casting process, with through-flow channels opened inside both the rear cylinder head 9 and the valve body of the normally closed solenoid directional valve 7, allowing direct airflow communication between their internal cavities. The through-flow channels include a horizontal flow channel arranged along the horizontal direction of the cylinder head, a solenoid directional valve flow channel connecting the valve chamber of the solenoid directional valve to the horizontal flow channel, and a cylinder head flow channel connecting the cylinder chamber to the horizontal flow channel; one end of the horizontal flow channel is equipped with a sealing structure. Each flow channel is interconnected within the integrated structure of the cylinder head and the solenoid directional valve, allowing direct communication between the internal chamber of the solenoid directional valve and the cylinder chamber, thus eliminating the need for external piping and connecting components in the traditional split structure.

[0031] In some embodiments, the inflation valve 4 includes an inflation valve body 16, an elastic seal 17, an inflation valve seat 18, an inflation valve core 19, and a valve core return spring 20; the inflation valve seat 18 is integrally formed on the top of the pressure reducing valve body 21; the valve body of the inflation valve 3 is a hollow cylindrical structure, and its outer wall is provided with an external thread that matches the threaded interface of the inflation valve seat 18, and it is detachably fixed to the pressure reducing valve 4 by means of threaded connection, and an annular sealing gasket is nested at the connection; the inflation valve core 19 is movably arranged between the inflation valve body 16 and the inflation valve seat 18, and its upper end is provided with an elastic seal 17, and its lower end is equipped with a valve core return spring 20.

[0032] For details, please refer to Figure 3 The inflation valve 3 includes an inflation valve body 16, an elastic seal 17, an inflation valve seat 18, an inflation valve core 19, and a valve core return spring 20. The inflation valve seat 18 is integrated on the pressure reducing valve body 21 and adopts an integral molding structure with the pressure reducing valve body 21. The outlet flow channel of the inflation valve seat 18 is coaxially and linearly connected with the inlet flow channel of the pressure reducing valve 4, and the two air passages are directly connected.

[0033] The inflation valve body 16 is a hollow cylindrical structure with external threads on its outer wall that match the threaded interface of the inflation valve seat 18 above the pressure reducing valve. It is detachably fixed to the pressure reducing valve via a threaded connection. An annular sealing gasket is nested at the connection point with the pressure reducing valve 4 to ensure air circuit sealing performance and prevent high-pressure gas leakage. The inflation valve core 19 moves between the inflation valve body 16 and the inflation valve seat 18 of the inflation valve 3. It has an elastic sealing element 17 at its upper end and a valve core return spring 20 at its lower end. Under the action of the return spring 20, the inflation valve core 19 presses against the elastic sealing element 17, thereby achieving the sealing function of the inflation valve in the uninflated state.

[0034] In some implementations, please refer to Figure 3 The piston-type pressure reducing valve includes a pressure reducing valve body 21, a pressure reducing valve core 23, a pressure reducing valve seat 24, a pressure reducing valve piston 25, a pressure adjusting spring seat 26, a pressure adjusting spring 27, a pressure reducing valve cover 28, and a pressure adjusting screw 29.

[0035] The pressure reducing valve body 21 is located in the upper part of the pressure reducing valve 4, serving as the main mounting base for the entire pressure reducing valve. Inside the pressure reducing valve body 21, from top to bottom, are arranged the pressure reducing valve core 23, the pressure reducing valve seat 24, and the pressure reducing valve piston 25. The pressure reducing valve core 23 and the pressure reducing valve seat 24 within the pressure reducing valve body 21 form a core pressure reducing sealing pair. Specifically, the pressure reducing valve seat 24 is fixedly installed inside the pressure reducing valve body 21 via a threaded connection, while the pressure reducing valve core 23 is movably positioned within the limiting space formed by the pressure reducing valve body 21 and the pressure reducing valve seat 24. The lower end of the pressure reducing valve core 23 is designed with a tapered structure, and a sealing ring is fitted between the pressure reducing valve core 23 and the pressure reducing valve body 21, thus forming a tapered sealing pair. An O-ring is provided between the piston 25 and the pressure reducing valve body 21, forming a sealing mating pair. The flow area is controlled by the change in the clearance between the two, thereby achieving pressure regulation.

[0036] The pressure reducing valve cover 28 is located in the lower half of the pressure reducing valve 4 and is fixedly connected to the pressure reducing valve body 21 via a threaded connection. The pressure reducing valve cover 28 has a hollow cylindrical structure, inside which, from top to bottom, are assembled a pressure adjusting spring seat 26, a pressure adjusting spring 27, and a pressure adjusting screw 29. The pressure adjusting screw 29 is installed in conjunction with the pressure reducing valve cover 28 via a threaded connection, and the pressure adjusting spring seat 26 is in abutting state with the pressure reducing valve piston 25. The pressure reducing valve cover 28 is connected to the pressure reducing valve body 21, providing radial support and axial limiting for core components such as the pressure reducing valve core 23 and the pressure reducing valve seat 24, ensuring the assembly accuracy of key components. The pressure adjusting screw 29 abuts against the pressure adjusting spring seat 26 through the pressure adjusting spring. By turning the screw, the preload of the pressure adjusting spring can be adjusted. This preload is transmitted to the piston sleeve through the spring pressure plate, ultimately driving the pressure reducing valve core 23 to complete pressure regulation. Furthermore, by adjusting the outlet pressure parameter of the pressure reducing valve 4, the deployment and retraction speeds of the deformable wing can be adapted to different load conditions and different drive time requirements.

[0037] In some embodiments, the upper end of the pressure reducing valve return spring 22 abuts against the limiting step surface inside the pressure reducing valve body 21, and the lower end abuts against the shoulder structure of the pressure reducing valve core 23. Its main function is to provide axial return force for the pressure reducing valve core 23, realizing automatic valve port reset; to stabilize the outlet pressure of the pressure reducing valve through the dynamic balance between the spring preload and the control chamber pressure; and to ensure the sealing reliability of the valve core sealing pair, thereby improving the overall working stability of the valve.

[0038] In some embodiments, the double-acting cylinder 5 includes a cylinder barrel 13, a piston 15, and a piston rod 10. The cylinder barrel 13 is a cylindrical cavity with symmetrical ends, and the piston 15 is fitted and installed inside the cavity of the cylinder barrel 13. The piston rod 10 and the piston 15 are coaxially symmetrically connected. One end of the piston rod 10 is fixedly connected to the center position of the piston 15, and the other end passes through the end sealing structure of the cylinder barrel 13 and extends to the outside of the cylinder for connection with the actuator of the deformable wing. The piston rod 10 has a bidirectional symmetrical design, which satisfies the bidirectional motion requirements while ensuring balanced force on both sides of the cylinder.

[0039] In some embodiments, the double-acting cylinder 5, the inflation valve 3, the pressure reducing valve 4, the normally open solenoid directional valve 6, and the normally closed solenoid directional valve 7 are all made of 7075 aluminum alloy, and the gas cylinder 1 is made of carbon fiber wound composite material.

[0040] In some embodiments, a vertical plate 12 is provided on one side of either the front cylinder head 9 or the rear cylinder head 14 of the double-acting cylinder 5, which is detachably installed to the gas cylinder 1 via clamps 8 and screws. Meanwhile, since the rear cylinder head needs to be fixedly connected to the deformable wing mounting body, and the rear cylinder head must be a flat structure, a pressure reducing valve mounting seat cannot be provided. Therefore, an internally threaded cylinder 11 is also provided above the front cylinder head 9, and the pressure reducing valve 4 is installed on top via a threaded connection.

[0041] For details, please refer to Figure 4 Two vertical plates 12 are provided on one side of the front cylinder head 9, and the gas cylinder is detachably and stably fixed by a combination of clamps 8 and screws; an internally threaded cylinder 11 is provided on the top of the front cylinder head 9 to provide an installation position for the pressure reducing valve 4; the front cylinder head 9 and the normally open electromagnetic reversing valve 6 are integrated into a design, and a sealed air passage connection with the normally open electromagnetic reversing valve 6 is achieved by opening an air passage hole in the cover 9; six connecting plates are provided on the side of the rear cylinder head 14, which can be tightly connected to external devices by screws; the rear cylinder head 14 and the normally closed electromagnetic reversing valve 7 are integrated into a design, and a sealed air passage connection is achieved by opening an air passage hole in the cover.

[0042] In some embodiments, the front cylinder head 9 and rear cylinder head 14 of the double-acting cylinder 5 are provided with vertical plates 12 on one side, which are detachably installed with the gas cylinder 1 by clamps 8 and screws; an internally threaded cylinder 11 is also provided above the front cylinder head 9, with a pressure reducing valve 4 installed on top. The gas cylinder 1 in this invention is a high-pressure gas cylinder, used to store and supply high-pressure compressed gas as the power source for the entire deformable wing drive system. Furthermore, the process of high-pressure gas being released from the gas cylinder 1 and entering the cylinder only requires rapid valve switching, with a response time of milliseconds, which particularly meets the needs of deformable wings to quickly and in real-time change aerodynamic configuration during flight. Compared with the high-power motors and reducers required by traditional hydraulic pump stations or electric push rods, high-pressure gas cylinders have higher energy storage density, no additional energy conversion links (such as electrical energy → mechanical energy → pressure energy), and simple structure, which is conducive to achieving system lightweighting and integration.

[0043] In some embodiments, the gas cylinder 1 is fixed to one side of the double-acting cylinder 5 by means of a clamp 8 and a fastening screw.

[0044] The aerodynamic drive system designed based on the above-mentioned invention has the preferred dimensions of 221mm in height, 195mm in length, and 184mm in width, and the overall weight can be 3kg. This greatly optimizes the design size and weight of this type of drive system, can well adapt to the narrow installation space requirements of deformable wings, significantly improves the system's adaptability to operating conditions, and thus improves the flight performance of the aircraft.

[0045] The following example uses a deformable wing incorporating the aforementioned aerodynamic drive system, combined with... Figure 5The specific explanation is based on the working principle of this invention.

[0046] Before the pneumatic drive system can operate, high-pressure gas at a preset pressure must first be filled into the gas cylinder 1 through the inflation valve 3 to establish the power foundation for stable system operation and ensure sufficient and continuous energy supply during the drive process. In the initial state, the normally open solenoid directional valve 6 and the normally closed solenoid directional valve 7 are in a power-off standby state. At this time, the high-pressure gas released from the gas cylinder 1 is delivered to the piston-type pressure reducing valve 4 through the gas cylinder connector 2. Through the pressure reducing valve's stabilization and regulation, the gas pressure is controlled within the rated working pressure range of the double-acting cylinder 5, avoiding excessively high or low pressure from affecting the operation of the device. The pressure-stabilized gas flows along the pipeline through the first open solenoid directional valve 6 and finally fills the cavity on one side of the double-acting cylinder 5, forming a stable pressure support in the cavity, thereby locking the initial retracted posture of the deformable wing device and ensuring its structural stability in the non-working state. When the system receives the deployment command, the normally open solenoid directional valve 6 and the normally closed solenoid directional valve 7 are simultaneously energized, and the valve cores actuate to reverse the airflow. On one hand, the high-pressure gas stored in one chamber of the double-acting cylinder 5 is rapidly discharged to the atmosphere through the exhaust channel of the normally open solenoid directional valve 6, quickly relieving the pressure inside the chamber. On the other hand, the high-pressure gas, after being stabilized by the pressure reducing valve, switches to the branch where the normally closed solenoid directional valve 7 is located, and fills the other chamber of the double-acting cylinder 5 through the airflow path opened by the valve core. Under the thrust of the gas, the cylinder piston rod overcomes the residual pressure in the opposite chamber and the external load, extending outward smoothly and quickly, and the piston rod end drives the deployment of the deformable wing device. Throughout the process, by precisely controlling the energization sequence and on / off state of the normally open / closed solenoid directional valves through the control system, the pressure difference between the two chambers of the double-acting cylinder 5 can be dynamically balanced, thereby achieving bidirectional movement of the cylinder piston rod and meeting the cyclical action requirements of the deformable wing deployment and retraction.

[0047] Furthermore, to adapt to the target motion speed and response time requirements of the deformable wing deployment / retraction under different operating conditions, the outlet pressure parameter of the piston-type pressure reducing valve 4 can be adjusted: when faster motion speed is required, the outlet pressure can be appropriately increased to increase cylinder thrust and motion acceleration; when motion impact needs to be reduced and stability improved, the outlet pressure can be moderately reduced to make cylinder action smoother. Through this flexible adjustment mechanism, the reliable operation of the deformable wing device can be ensured under different working requirements.

[0048] Those skilled in the art will readily understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A lightweight integrated pneumatic drive system, characterized in that, include: Gas cylinder (1), combination valve, double-acting cylinder (5), normally open solenoid directional valve (6) and normally closed solenoid directional valve (7). The double-acting cylinder (5) forms an integral structure with the valve body of the normally open electromagnetic reversing valve (6) and the valve body of the normally closed electromagnetic reversing valve (7) through the front cylinder head (9) and the rear cylinder head (14), respectively, so that the cavity of the double-acting cylinder (5) is connected to the valve body of the normally open electromagnetic reversing valve and the valve body of the normally closed electromagnetic reversing valve (7) through an air passage. The combination valve includes an inflation valve (3) and a pressure reducing valve (4); the inflation valve (3) is located above the pressure reducing valve (4), and its valve body forms an integral structure with the valve body of the pressure reducing valve (4). The outlet flow channel of the inflation valve (3) is connected to the inlet flow channel of the pressure reducing valve (4); the pressure reducing valve (4) is located on the top of the front cylinder head (9) of the double-acting cylinder (5), and is connected to the normally open electromagnetic reversing valve through a gas circuit seal, and is directly connected to the gas cylinder (1).

2. The lightweight integrated pneumatic drive system according to claim 1, characterized in that, Both the normally open electromagnetic directional valve (6) and the normally closed electromagnetic directional valve (7) adopt a two-position three-way electromagnetic directional structure. The front cylinder head of the double-acting cylinder (5) and the valve body of the normally open electromagnetic directional valve (6) are formed into an integrated structure through an integrated casting process. Through flow channels are opened inside the front cylinder head of the double-acting cylinder (5) and the valve body of the normally open electromagnetic directional valve (6) respectively, so that the internal cavities of the two are directly connected by air. The rear cylinder head of the double-acting cylinder (5) and the normally closed electromagnetic directional valve (7) are formed into an integrated structure through an integrated casting process. Through flow channels are opened inside the rear cylinder head of the double-acting cylinder (5) and the valve body of the normally closed electromagnetic directional valve (7) respectively, so that the internal cavities of the two are directly connected by air.

3. The lightweight integrated pneumatic drive system according to claim 1, characterized in that, The inflation valve (3) includes an inflation valve body (16), an elastic seal (17), an inflation valve seat (18), an inflation valve body (16), an inflation valve core (19), and a valve core return spring (20). The inflation valve seat (18) is integrally formed on the top of the pressure reducing valve (4), and the outlet flow channel of the inflation valve seat (18) is coaxially and linearly connected to the inlet flow channel of the pressure reducing valve (4); the inflation valve body (16) is a hollow columnar structure, and its outer wall is provided with an external thread that matches the thread interface of the inflation valve seat (18). It is detachably fixed to the pressure reducing valve (4) by means of threaded connection, and an annular sealing gasket is nested at the connection; the inflation valve core (19) is movably arranged between the inflation valve body (16) and the inflation valve seat (18), and its upper end is provided with an elastic sealing element (17), and its lower end is equipped with a valve core return spring (20).

4. The lightweight integrated pneumatic drive system according to claim 1, characterized in that, The pressure reducing valve (4) is a piston-type pressure reducing valve, including a pressure reducing valve body (21), a pressure reducing valve core (23), a pressure reducing valve seat (24), a pressure reducing valve piston (25), a pressure adjusting spring seat (26), a pressure adjusting spring (27), a pressure reducing valve cover (28), and a pressure adjusting screw (29). The pressure reducing valve body (21) is located in the upper half of the pressure reducing valve (4). The pressure reducing valve core (23), the pressure reducing valve seat (24), and the piston (25) are arranged sequentially from top to bottom on the central axis of the body. The pressure reducing valve seat (24) is fixedly installed inside the pressure reducing valve body (21) by a threaded connection. The pressure reducing valve core (23) is movably disposed within the limiting space formed by the pressure reducing valve body (21) and the pressure reducing valve seat (24). The lower end of the pressure reducing valve core (23) is set with a conical structure, and a sealing ring is assembled between the pressure reducing valve core (23) and the pressure reducing valve body (21) to form a conical sealing pair. An O-ring is provided between the pressure reducing valve piston (25) and the pressure reducing valve body (21) to form a sealing mating pair. The pressure reducing valve cover (28) is located in the lower half of the pressure reducing valve (4) and is fixedly connected to the pressure reducing valve body (21). The pressure reducing valve cover (28) adopts a hollow columnar structure, and its interior is equipped with a pressure adjusting spring seat (26), a pressure adjusting spring (27) and a pressure adjusting screw (29) from top to bottom. The pressure adjusting screw (29) is installed in conjunction with the pressure reducing valve cover (28), and the pressure adjusting spring seat (26) is in contact with the pressure reducing valve piston (25).

5. The lightweight integrated pneumatic drive system according to claim 4, characterized in that, The pressure reducing valve (4) also includes a pressure reducing valve return spring (22), the upper end of which abuts against the limiting step surface inside the pressure reducing valve body (21), and the lower end abuts against the shoulder structure of the pressure reducing valve core (23).

6. The lightweight integrated pneumatic drive system according to claim 1, characterized in that, The double-acting cylinder (5) includes a cylinder barrel (13), a piston (15) and a piston rod (10). The cylinder barrel (13) is a cylindrical cavity with symmetrical ends. The piston (15) is adapted to be installed in the internal cavity of the cylinder barrel (13). The piston rod (10) and the piston (15) are connected in a coaxial symmetrical manner. One end of the piston rod (10) is fixedly connected to the center position of the piston (15), and the other end passes through the end sealing structure of the cylinder barrel (13) and extends to the outside of the cylinder for connection with the actuator.

7. The lightweight integrated pneumatic drive system according to claim 1, characterized in that, The double-acting cylinder (5), the air filling valve (3), the pressure reducing valve (4), and the normally open electromagnetic reversing valve are all made of aluminum alloy.

8. The lightweight integrated pneumatic drive system according to claim 1, characterized in that, The double-acting cylinder (5) has a vertical plate (12) on one side of either the front cylinder head (9) or the rear cylinder head (14), which is detachably installed with the gas cylinder (1) by means of a clamp (8) and screws; an internal threaded cylinder (11) is also provided above the front cylinder head (9), and the pressure reducing valve (4) is installed on the top by means of a threaded connection.

9. The lightweight integrated pneumatic drive system according to claim 1, characterized in that, The gas cylinder (1) is fixed to one side of the double-acting cylinder (5) by means of a clamp (8) and fastening screws; the gas cylinder (1) is made of carbon fiber wound composite material; the gas cylinder (1) is connected to the inlet of the pressure reducing valve (4) through a gas cylinder connector (2), and an elastic seal is provided at the connection.

10. A deformable wing, characterized in that, The lightweight integrated pneumatic drive system described in any one of claims 1-9 is adopted.

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