An aircraft wing adjustment mechanism and method of adjustment
By combining the guide section, the moving section, the locking section, and the elastic temperature control component, and using shape memory alloy to control the deployment and retraction of the wings, the problems of complex structure, large weight, and high energy loss in the existing technology are solved, and the lightweight and high reliability design of the morphing aircraft is realized.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- NORTH CHINA UNIV OF WATER RESOURCES & ELECTRIC POWER
- Filing Date
- 2026-05-08
- Publication Date
- 2026-06-05
AI Technical Summary
Existing variator wing adjustment mechanisms are complex, heavy, and energy-intensive, making them difficult to adapt to lightweight and compact design requirements, and they also have low reliability.
The wings are expanded and contracted by a combination of a guide section, a moving section, a first elastic temperature control component, and a locking section. The energization and de-energization of the shape memory alloy spring and the locking component control the wings, reducing the number of transmission stages and simplifying the structure.
The design achieves lightweight and compact wings for the aircraft, improving system reliability and economy while reducing energy consumption.
Smart Images
Figure CN122144129A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of aircraft technology, and in particular to an aircraft wing adjustment mechanism and adjustment method. Background Technology
[0002] As an important development direction in the future aerospace field, morphing aircraft can adaptively adjust their shape according to flight mission requirements and changes in the flight environment, thereby maintaining optimal aerodynamic performance in different airspaces and wide speed range flight scenarios, significantly improving the aircraft's endurance, maneuverability and multi-mission adaptability. As the core component for aerodynamic performance adjustment in variability aircraft, the dynamic adjustment of the wing area is a key means for variability aircraft to adapt to different flight conditions. Currently, existing variability aircraft generally adopt traditional drive and transmission schemes to achieve wing area adjustment, mainly including motor screw drive schemes, servo linkage drive schemes, and aerodynamic / hydraulic drive schemes. However, firstly, the above-mentioned existing schemes have high structural complexity and large size and weight in practical applications. Whether it is a motor screw, servo linkage, or aerodynamic / hydraulic scheme, multiple supporting transmission and control components are required, resulting in a cumbersome overall structure, high requirements for installation space, and increased overall weight of the aircraft, making it difficult to meet the lightweight and compact design requirements of variability aircraft. Secondly, the transmission stages are numerous. Motor screw and servo linkage schemes need to transmit power through multiple gears and linkages, while aerodynamic / hydraulic schemes need to transmit energy through pipelines and valves. Multi-stage transmission not only leads to increased energy loss but also reduces the reliability of the entire adjustment system. Summary of the Invention
[0003] The purpose of this invention is to provide an aircraft wing adjustment mechanism and method to solve the problems existing in the prior art, adapt to the lightweight and compact design requirements of variant aircraft, and have higher reliability and economy.
[0004] To achieve the above objectives, the present invention provides the following solution: This invention provides an aircraft wing adjustment mechanism, including a guide portion, a moving portion, a first elastic temperature control component, and a locking portion. The guide portion is fixedly mounted at both ends within the aircraft body. The moving portion is fixedly connected to the moving end of the wing and can move along the guide portion to allow the wing to extend to the sides of the aircraft body or retract inwards. The first elastic temperature control component is disposed between the guide portion and the moving portion. When energized, the first elastic temperature control component deforms, driving the moving portion to move in a first direction to extend the wing to the sides of the aircraft body. When de-energized, the first elastic temperature control component, under the action of elastic restoring force, drives the moving portion to move in a second direction to retract the wing inwards. The locking portion is disposed on one side of the guide portion and can abut against the sidewall of the moving portion near the second direction to restrict the moving portion from moving in that direction.
[0005] In some embodiments, the locking portion includes a locking member, a locking groove, and a second elastic temperature control component. The locking groove is fixedly disposed on one side of the guide portion and its opening faces the guide portion. The end of the locking member away from the guide portion is fixedly connected to the bottom of the locking groove through the second elastic temperature control component. At least a portion of the circumferential sidewall of the locking member slides against the inner wall of the locking groove. The second elastic temperature control component deforms when energized, which can drive the locking member to move away from the guide portion, or, when de-energized, it can drive the locking member to move towards the guide portion and extend out of the locking groove under the action of elastic restoring force, thereby restricting the movement of the moving portion in the second direction.
[0006] In some embodiments, the locking member has a first driving ramp at one end near the guide portion. The first driving ramp is inclined toward the guide portion from near the second direction to near the first direction. When the moving part moves toward the first direction, the moving part abuts against the first driving ramp and drives the locking member to move away from the guide portion, so that the moving part can pass through the locking member.
[0007] In some embodiments, the guide portion includes a slide rail, the two ends of which are fixedly disposed within the body of the machine, and the moving portion includes a slider sleeved on the outside of the slide rail, the slider being movable along the axial direction of the slide rail.
[0008] In some embodiments, the slider has a plurality of second driving ramps on its side near the locking member. Each second driving ramp is arranged along the axial direction of the guide portion, and each first driving ramp is inclined toward the guide portion from near the second direction to near the first direction to cooperate with the first driving ramp.
[0009] In some embodiments, the slider has multiple steps on its side near the locking member, and the multiple steps are inclined toward the locking member from the second direction to the first direction.
[0010] In some embodiments, the first elastic temperature control component includes a shape memory alloy spring, which is disposed on the side of the moving part near the first direction. The shape memory alloy spring is sleeved on the outside of the guide part, with one end of the shape memory alloy spring fixedly connected to the moving part and the other end fixedly connected to the end of the guide part near the first direction.
[0011] In some embodiments, the first elastic temperature control assembly further includes a second elastic element, the stiffness of which is less than that of the shape memory alloy spring. The second elastic element is disposed on the side of the moving part near the second direction. The second elastic element is sleeved on the outside of the guide part. One end of the second elastic element is fixedly connected to the moving part, and the other end is fixedly connected to the end of the guide part near the first direction.
[0012] In some embodiments, the second elastic temperature control component includes a shape memory alloy wire and a third elastic element. One end of the shape memory alloy wire is fixedly connected to the end of the locking member away from the guide portion, and the other end is fixedly connected to the bottom of the locking groove. One end of the third elastic element is fixedly connected to the end of the locking member away from the guide portion, and the other end is fixedly connected to the bottom of the locking groove. When the shape memory alloy wire is energized, it contracts and the locking member compresses and deforms the third elastic element. When the shape memory alloy wire is de-energized, the locking member moves towards the guide portion and extends out of the locking groove under the restoring force of the third elastic element.
[0013] The present invention also provides a method for adjusting aircraft wings, employing the aircraft wing adjustment mechanism described in any of the above claims. When the wings need to be deployed, the first elastic temperature control component is energized and deformed, driving the moving part to move in a first direction. The locking part abuts against the side wall of the moving part near the second direction to restrict the moving part from moving in the second direction. When the wings need to be retracted, the locking part is disengaged from the moving part, and the first elastic temperature control component is de-energized, causing the moving part to move in the second direction under the action of elastic restoring force.
[0014] The present invention achieves the following technical effects compared to the prior art: This invention provides an aircraft wing adjustment mechanism and method. When the wings need to be deployed, the first elastic temperature control component is energized and deformed, driving the moving part to move in a first direction. A locking part abuts against the side wall of the moving part near the second direction to restrict the moving part from moving in the second direction. When the wings need to be retracted, the locking part is separated from the moving part, and the first elastic temperature control component is de-energized. Under the action of elastic restoring force, the moving part moves in the second direction. The retraction and deployment of the wings can be achieved by energizing and de-energizing the first elastic temperature control component and cooperating with the locking part. There is no need to set up multiple transmission components and control components. The structure is simple and lightweight, which can adapt to the lightweight and compact design requirements of variator aircraft. Moreover, the number of transmission stages is small, and the energization and de-energization control method has higher reliability and economy. Furthermore, by abutting the locking part against the side wall of the moving part near the second direction, the movement of the moving part in the second direction is restricted, so that the wings are kept in the deployed state. After the first elastic temperature control component is de-energized, the moving part can move in the second direction under the action of elastic restoring force to realize the inward retraction of the wings. That is, the first elastic temperature control component does not need to be kept energized during the process of the wings being maintained in the deployed state and inward retraction, which further improves the economy of the aircraft wing adjustment mechanism. Attached Figure Description
[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0016] Figure 1 This is a schematic diagram of the aircraft wing adjustment mechanism in some embodiments of Example 1; Figure 2 This is a schematic diagram of another structure of the aircraft wing adjustment mechanism in some embodiments of Example 1; Figure 3 This is a schematic diagram of the sliding component structure in some embodiments of Example 1; Figure 4 This is a schematic diagram of another structure of the slider in some embodiments of Example 1; Figure 5 This is a schematic diagram of the locking part structure in some embodiments of Example 1.
[0017] In the figure: 1-Guide part; 11-Slide rail; 2-Moving part; 21-Sliding element; 211-Second driving ramp; 212-Step; 3-First elastic temperature control component; 31-Shape memory alloy spring; 32-Second elastic element; 4-Locking part; 41-Locking element; 411-First driving ramp; 42-Locking groove; 43-Second elastic temperature control component; 431-Shape memory alloy wire; 432-Third elastic element. Detailed Implementation
[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0019] The purpose of this invention is to provide an aircraft wing adjustment mechanism and method to solve the problems existing in the prior art, adapt to the lightweight and compact design requirements of variant aircraft, and have higher reliability and economy.
[0020] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.
[0021] Example 1 This embodiment provides an aircraft wing adjustment mechanism, such as... Figures 1-5 As shown, the device includes a guide section 1, a moving section 2, a first elastic temperature control component 3, and a locking section 4. The guide section 1 is fixedly mounted at both ends within the body. The moving section 2 is fixedly connected to the moving end of the wings and can move along the guide section 1 to allow the wings to unfold to the sides of the body or retract inwards. The first elastic temperature control component 3 is positioned between the guide section 1 and the moving section 2. When energized, the first elastic temperature control component 3 deforms, driving the moving section 2 to move in a first direction, causing the wings to unfold to the sides of the body. When de-energized, the first elastic temperature control component 3, under the action of elastic restoring force, drives the moving section 2 to move in a second direction, causing the wings to retract inwards. The locking section 4 is positioned on one side of the guide section 1 and can abut against the side wall of the moving section 2 near the second direction to restrict its movement in that direction. When the wings need to unfold, the first elastic temperature control component 3 is energized and deformed, driving the moving section 2 to move in the first direction, and the locking section 4 abuts against the side wall of the moving section 2 near the second direction. Figure 2The locking part 4 separates from the moving part 2 to restrict its movement in the second direction. When the wings need to retract, the locking part 4 de-energizes the first elastic temperature control component 3, which, under the action of elastic restoring force, drives the moving part 2 to move in the second direction. The retraction and deployment of the wings can be achieved by the energization and de-energization of the first elastic temperature control component 3 and the cooperation of the locking part 41. This eliminates the need for multiple transmission and control components, resulting in a simple and lightweight structure that meets the lightweight and compact design requirements of variator aircraft. Moreover, the fewer transmission stages and the energization and de-energization control method offer higher reliability and economy. Furthermore, the locking part 4 abuts against the side wall of the moving part 2 near the second direction to restrict its movement in that direction, thus keeping the wings in the deployed state. After the first elastic temperature control component 3 is de-energized, the moving part 2 can move in the second direction under the action of elastic restoring force to retract the wings inward. That is, the first elastic temperature control component 3 does not need to be kept energized during both the deployment and inward retraction processes, further improving the economy of the aircraft's wing adjustment mechanism.
[0022] In some embodiments, the locking part 4 includes a locking member 41, a locking groove 42, and a second elastic temperature control component 43. The locking groove 42 is fixedly disposed on one side of the guide part 1, with its opening facing the guide part 1. The end of the locking member 41 away from the guide part 1 is fixedly connected to the bottom of the locking groove 42 through the second elastic temperature control component 43. At least a portion of the circumferential sidewall of the locking member 41 slides against the inner wall of the locking groove 42. The second elastic temperature control component 43 deforms when energized, driving the locking member 41 to move away from the guide part 1, or, when de-energized, it moves the locking member 41 towards the guide part 1 under the action of elastic restoring force. The part 1 moves in the direction of the locking groove 42 and extends out to abut against the side wall of the moving part 2 near the second direction, thereby restricting the moving part 2 from moving in the second direction so that the wings are kept in the deployed state. At this time, neither the first elastic temperature control component 3 nor the second elastic temperature control component 43 needs to be kept energized, which further improves the economy of the aircraft wing adjustment mechanism. When the wings need to be retracted, the second temperature control component is energized to drive the locking member 41 to move away from the guide part 1, so that the locking member 41 is separated from the moving part 2, thereby allowing the moving part 2 to move in the second direction under the action of elastic restoring force.
[0023] In some embodiments, the locking member 41 has a first driving ramp 411 at one end near the guide portion 1. The first driving ramp 411 is inclined toward the guide portion 1 from near the second direction to near the first direction. When the moving part 2 moves toward the first direction, the moving part 2 abuts against the first driving ramp 411 and drives the locking member 41 to move away from the guide portion 1, so that the moving part 2 can pass through the locking member 41. When the moving part 2 moves toward the first direction, it is not necessary to energize the second elastic temperature control element to pass through the locking member 41, thus avoiding the locking member 41 restricting the movement of the moving part 2 toward the first direction and further improving the economy of the aircraft wing adjustment mechanism.
[0024] In some embodiments, the guide part 1 includes a slide rail 11, the two ends of which are fixedly mounted inside the body. The moving part 2 includes a slider 21, which is sleeved on the outside of the slide rail 11. The slider 21 can move along the axial direction of the slide rail 11. When the slider 21 moves along the slide rail 11 in a first direction, the wings can be spread to both sides of the body. When the slider 21 moves along the slide rail 11 in a second direction, the wings can be retracted inward.
[0025] In some embodiments, the sliding member 21 has a plurality of second driving ramps 211 on its side near the locking member 41, such as Figure 3 Each second driving ramp 211 is arranged along the axial direction of the guide portion 1. Each first driving ramp 411 is inclined towards the guide portion 1 from near the second direction to near the first direction, so as to cooperate with the first driving ramp 411. Thus, when the slider 21 moves in the first direction, the first driving ramp 411 on the locking member 41 and the multiple second driving ramps 211 on the slider 21 abut against each other in sequence, so that the slider 21 can pass through the locking member 41 and avoid the locking member 41 restricting the slider 21 from moving in the first direction. When the slider 21 moves in the second direction, the locking member 41 can lock the slider 21 on any side wall on the second direction side of each second driving ramp 211, so as to lock the slider 21 in multiple stages, so that the wings have multiple different deployment states.
[0026] In some embodiments, the sliding member 21 has multiple steps 212 on its side near the locking member 41, such as... Figure 4The multi-level steps 212 are inclined towards the locking member 41 from the second direction to the first direction, so that when the sliding member 21 moves in the first direction, the first driving inclined surface 411 on the locking member 41 abuts against the first-level step 212 on the sliding member 21 away from the slide rail 11, so that the sliding member 21 can pass through the locking member 41 and avoid the locking member 41 restricting the sliding member 21 from moving in the first direction. When the sliding member 21 moves in the second direction, as the length of the locking member 41 extending out of the locking groove 42 is different, the locking member 41 can lock any level of the sliding member 21 step 212, thereby locking the sliding member 21 in multiple levels, so that the wings have multiple different deployment states.
[0027] In some embodiments, the first elastic temperature control component 3 includes a shape memory alloy spring 31. The shape memory alloy spring 31 is disposed on the side of the moving part 2 near the first direction. The shape memory alloy spring 31 is sleeved on the outside of the guide part 1. One end of the shape memory alloy spring 31 is fixedly connected to the moving part 2, and the other end is fixedly connected to the end of the guide part 1 near the first direction. When the shape memory alloy spring 31 is energized, it contracts, driving the moving part 2 to move along the guide part 1 in the first direction. When the shape memory alloy spring 31 is de-energized, it returns to its original shape, driving the moving part 2 to move along the guide part 1 in the second direction.
[0028] In some embodiments, the first elastic temperature control assembly 3 further includes a second elastic element 32. The stiffness of the second elastic element 32 is less than that of the shape memory alloy spring 31. The second elastic element 32 is disposed on the side of the moving part 2 near the second direction. The second elastic element 32 is sleeved on the outside of the guide part 1. One end of the second elastic element 32 is fixedly connected to the moving part 2, and the other end is fixedly connected to the end of the guide part 1 near the first direction. When the shape memory alloy spring 31 is energized, it contracts, driving the moving part 2 to move along the guide part 1 in the first direction. The second elastic element 32 is stretched and deformed. When the shape memory alloy spring 31 is de-energized, it returns to its original shape. Under the action of elastic restoring force, the second elastic element 32 accelerates and drives the moving part 2 to move along the guide part 1 in the second direction.
[0029] In some embodiments, the second elastic temperature control assembly 43 includes a shape memory alloy wire 431 and a third elastic element 432. One end of the shape memory alloy wire 431 is fixedly connected to the end of the locking member 41 away from the guide portion 1, and the other end is fixedly connected to the bottom of the locking groove 42. One end of the third elastic element 432 is fixedly connected to the end of the locking member 41 away from the guide portion 1, and the other end is fixedly connected to the bottom of the locking groove 42. When the shape memory alloy wire 431 is energized, it contracts and the locking member 41 compresses and deforms the third elastic element 432, causing the locking member 41 to move away from the guide portion 1, thereby separating the locking member 41 from the sliding member 21, allowing the sliding member 21 to move in the second direction. When the shape memory alloy wire 431 is de-energized, the locking member 41 moves towards the guide portion 1 and extends out of the locking groove 42 under the restoring force of the third elastic element 432, abutting against the side wall of the sliding member 21 near the second direction, thereby restricting the movement of the moving part 2 in the second direction.
[0030] In some embodiments, both the shape memory alloy spring 31 and the shape memory alloy wire 431 are nickel-titanium alloys. In some embodiments, both the second elastic element 32 and the third elastic element 432 are tension / compression springs.
[0031] Example 2 This embodiment provides a method for adjusting the wings of an aircraft, using the wing adjustment mechanism of Embodiment 1. When the wings need to be deployed, the first elastic temperature control component 3 is energized and deformed, that is, the shape memory alloy spring 31 contracts and the second elastic element 32 stretches. The shape memory alloy spring 31 can drive the moving part 2 to move in the first direction and abut against the side wall of the moving part 2 near the second direction through the locking part 4. That is, after the sliding member 21 passes at least partially through the locking member 41, the locking member 41 extends out of the locking groove 42 and abuts against the side wall of the sliding member 21 near the second direction to restrict the moving part 2 from moving in the second direction. When the wings need to be retracted, the locking part 4 separates from the moving part 2. That is, the shape memory alloy wire 431 is energized and retracts, which drives the third elastic element 432 to compress and deform. The locking part 41 moves away from the slide rail 11, and the first elastic temperature control component 3 is de-energized and, under the action of elastic restoring force, drives the moving part 2 to move in the second direction.
[0032] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.
Claims
1. A wing adjustment mechanism for an aircraft, characterized in that: include: The guide portion has two ends for fixed installation inside the machine body; A movable part is used to be fixedly connected to the movable end of the wing. The movable part is capable of moving along the guide part so that the wing can be spread out to the sides of the body or retracted inward. A first elastic temperature control component is disposed between the guide portion and the moving portion. When energized, the first elastic temperature control component deforms, driving the moving portion to move in a first direction to spread the wings to both sides of the body. When de-energized, the first elastic temperature control component, under the action of elastic restoring force, drives the moving portion to move in a second direction to retract the wings inward. A locking part is provided on one side of the guide part, and the locking part can abut against the side wall of the moving part near the second direction to restrict the moving part from moving in the second direction.
2. The aircraft wing adjustment mechanism according to claim 1, characterized in that: The locking part includes a locking member, a locking groove, and a second elastic temperature control component. The locking groove is fixedly disposed on one side of the guide part, with its opening facing the guide part. The end of the locking member away from the guide part is fixedly connected to the bottom of the locking groove through the second elastic temperature control component. At least a portion of the circumferential sidewall of the locking member slides in cooperation with the inner wall of the locking groove. When the second elastic temperature control component is energized, it deforms, driving the locking member to move away from the guide part, or when the power is off, it drives the locking member to move towards the guide part and extend out of the locking groove under the action of elastic restoring force, thereby restricting the movement of the moving part in the second direction.
3. The aircraft wing adjustment mechanism according to claim 2, characterized in that: The locking member has a first driving slope at one end near the guide portion. The first driving slope is inclined toward the guide portion from near the second direction to near the first direction. When the moving part moves toward the first direction, the moving part abuts against the first driving slope and drives the locking member to move away from the guide portion, so that the moving part can pass through the locking member.
4. The aircraft wing adjustment mechanism according to claim 3, characterized in that: The guide part includes a slide rail, the two ends of which are fixedly mounted in the body of the machine. The moving part includes a slider, which is sleeved on the outside of the slide rail and can move along the axial direction of the slide rail.
5. The aircraft wing adjustment mechanism according to claim 4, characterized in that: The sliding member has a plurality of second driving slopes on its side near the locking member. Each second driving slope is arranged along the axial direction of the guide portion. Each first driving slope is inclined toward the guide portion from near the second direction to near the first direction, so as to cooperate with the first driving slope.
6. The aircraft wing adjustment mechanism according to claim 3, characterized in that: The sliding member has multiple steps on its side near the locking member, and the steps are inclined toward the locking member from the second direction to the first direction.
7. The aircraft wing adjustment mechanism according to claim 2, characterized in that: The first elastic temperature control component includes a shape memory alloy spring, which is disposed on the side of the moving part near the first direction. The shape memory alloy spring is sleeved on the outside of the guide part. One end of the shape memory alloy spring is fixedly connected to the moving part, and the other end is fixedly connected to the end of the guide part near the first direction.
8. The aircraft wing adjustment mechanism according to claim 7, characterized in that: The first elastic temperature control component further includes a second elastic element. The stiffness of the second elastic element is less than that of the shape memory alloy spring. The second elastic element is disposed on the side of the moving part near the second direction. The second elastic element is sleeved on the outside of the guide part. One end of the second elastic element is fixedly connected to the moving part, and the other end is fixedly connected to the end of the guide part near the first direction.
9. The aircraft wing adjustment mechanism according to claim 8, characterized in that: The second elastic temperature control component includes a shape memory alloy wire and a third elastic element. One end of the shape memory alloy wire is fixedly connected to the end of the locking member away from the guide portion, and the other end is fixedly connected to the bottom of the locking groove. One end of the third elastic element is fixedly connected to the end of the locking member away from the guide portion, and the other end is fixedly connected to the bottom of the locking groove. When the shape memory alloy wire is energized, it contracts and the locking member compresses and deforms the third elastic element. When the shape memory alloy wire is de-energized, the locking member moves towards the guide portion and extends out of the locking groove under the restoring force of the third elastic element.
10. A method for adjusting the wings of an aircraft, characterized in that: The aircraft wing adjustment mechanism according to any one of claims 1 to 9 is adopted. When the wings need to be deployed, the first elastic temperature control component is energized and deformed, which can drive the moving part to move in the first direction, and the locking part abuts against the side wall of the moving part near the second direction to restrict the moving part from moving in the second direction. When it is necessary to retract the wings, the locking part is separated from the moving part, and after the first elastic temperature control component is de-energized, the moving part is driven to move in the second direction under the action of elastic restoring force.