A variable body aircraft

Abstract

The present disclosure relates to a variable aircraft. One of the first fixed wing and the second fixed wing is fixedly connected to the left side of the fuselage, and the other is fixedly connected to the right side of the fuselage; one end of the first connecting rod is hinged to the first fixed wing, and the other end is hinged to the first movable wing; one end of the second connecting rod is hinged to the second fixed wing, and the other end is hinged to the second movable wing; the directions of the hinged shafts are consistent with the longitudinal axis of the fuselage; the first movable wing and the second movable wing can be switched to the cross-wing configuration under the action of aerodynamic force and roll torque, in which the first movable wing is connected to the fuselage at one end and suspended at the other end, and the second movable wing is connected to the fuselage at one end and suspended at the other end; the first fixed wing, the first movable wing, the second fixed wing and the second movable wing are arranged in sequence around the longitudinal axis of the fuselage, the first fixed wing and the second fixed wing are opposite to each other, and the first movable wing and the second movable wing are opposite to each other.

Description

Technical Field

[0001] This disclosure relates to the field of aircraft technology, and more particularly to a variable aircraft. Background Technology

[0002] The shape of an aircraft is determined by the characteristics of the mission it performs. For example, aircraft that need to fly at supersonic speeds and various ballistic missiles often use low aspect ratio wings to reduce supersonic shock wave drag; while aircraft that mainly cruise at subsonic speeds, such as civil airliners and military transport aircraft, use high aspect ratio wings to reduce induced drag and increase range and flight time.

[0003] With the advancement of human aviation, there are increasing demands on aircraft to perform more diverse missions and fly over wider speed ranges. However, different missions and operating conditions often impose contradictory or even opposite design requirements on aircraft shapes. An aircraft shape designed for certain flight conditions may not perform well under other conditions.

[0004] In order to ensure that aircraft have good performance under different flight conditions, people have studied a variety of variant aircraft, such as variable sweep wing aircraft, telescopic wing aircraft, folding wing aircraft, and twist wing aircraft. Summary of the Invention

[0005] This disclosure provides a variable aircraft capable of switching its wings to a cross-wing configuration, thereby enabling the aircraft to have strong maneuverability when flying in the cross-wing configuration.

[0006] A morphing aircraft, comprising:

[0007] body;

[0008] A first fixed wing and a second fixed wing, one of which is fixedly connected to the left side of the fuselage and the other is fixedly connected to the right side of the fuselage;

[0009] A first movable wing and a second movable wing, wherein the first movable wing and the first fixed wing are located on the same side of the fuselage, and the second movable wing and the second fixed wing are located on the same side of the fuselage; and

[0010] A first connecting rod and a second connecting rod, one end of the first connecting rod is hinged to the first fixed wing, and the other end of the first connecting rod is hinged to the first movable wing; one end of the second connecting rod is hinged to the second fixed wing, and the other end of the second connecting rod is hinged to the second movable wing; the direction of each hinge axis is parallel to the longitudinal axis of the fuselage.

[0011] The first movable wing and the second movable wing are subjected to aerodynamic forces and rolling moments, which can enable the variant aircraft to switch to a cross-wing configuration. In the cross-wing configuration, one end of the first movable wing is connected to the fuselage and the other end is suspended in the air. One end of the second movable wing is connected to the fuselage and the other end is suspended in the air. The first fixed wing, the first movable wing, the second fixed wing, and the second movable wing are arranged in sequence around the longitudinal axis of the fuselage. The first fixed wing and the second fixed wing are opposite to each other, and the first movable wing and the second movable wing are opposite to each other.

[0012] Optionally, in the cross-wing configuration, the angle between the first fixed wing and the first movable wing is greater than or less than the angle between the first fixed wing and the second movable wing; or

[0013] In the cross-wing configuration, the angle between the first fixed wing and the first movable wing is equal to the angle between the first fixed wing and the second movable wing.

[0014] Optionally, both the first fixed wing and the second fixed wing are configured with a straight-line structure; and / or

[0015] Both the first movable wing and the second movable wing are configured with a straight-line structure.

[0016] Optionally, the first fixed wing and the second fixed wing are centrally symmetrical about the longitudinal axis of the fuselage; and / or

[0017] The first movable wing and the second movable wing are centrally symmetrical about the longitudinal axis of the fuselage; and / or

[0018] The first connecting rod and the second connecting rod are centrally symmetrical about the longitudinal axis of the fuselage.

[0019] Optionally, the fuselage is provided with a first connecting portion, and in the cross-wing configuration, one end of the first movable wing is connected to the first connecting portion; and / or

[0020] The fuselage is provided with a second connecting part, and in the cross-wing configuration, one end of the second movable wing is connected to the second connecting part.

[0021] Optionally, the first movable wing and the second movable wing, under the influence of aerodynamic forces and rolling moments, can also switch the variant aircraft to a straight wing configuration. In the straight wing configuration, the first movable wing is separated from the fuselage and connected to the first fixed wing, the second movable wing is separated from the fuselage and connected to the second fixed wing, the first fixed wing and the second fixed wing are mirror-symmetrical about the fuselage, the first movable wing and the second movable wing are mirror-symmetrical about the fuselage, the first movable wing extends beyond the tip of the first fixed wing, and the second movable wing extends beyond the tip of the second fixed wing.

[0022] Optionally, in the straight wing configuration, the first movable wing is detachably connected to the end of the first fixed wing away from the fuselage and is flush with the first fixed wing, and the second movable wing is detachably connected to the end of the second fixed wing away from the fuselage and is flush with the second fixed wing.

[0023] Optionally, the first fixed wing has a first groove, and the first movable wing has a second groove. In the straight wing configuration, the first groove and the second groove are connected end-to-end, and the first connecting rod is received within the first groove and the second groove; and / or

[0024] The second fixed wing is provided with a third groove, and the second movable wing is provided with a fourth groove. In the straight wing configuration, the third groove and the fourth groove are connected end to end, and the second connecting rod is housed in the third groove and the fourth groove.

[0025] Optionally, the trailing edge of the first fixed wing is provided with a rotatable first control surface, the axis of rotation being aligned with the wingspan direction of the first fixed wing, and the trailing edge of the second fixed wing is provided with a rotatable second control surface, the axis of rotation being aligned with the wingspan direction of the second fixed wing. The first control surface and the second control surface can rotate in the same direction and in opposite directions under the action of an actuator.

[0026] Optionally, the trailing edge of the first movable wing is provided with a rotatable third control surface and a fourth control surface, the axis of rotation being consistent with the wingspan direction of the first movable wing, and the third control surface and the fourth control surface can rotate in the same direction and in opposite directions under the action of the actuator.

[0027] and / or

[0028] The trailing edge of the second movable wing is provided with a rotatable fifth control surface and a sixth control surface, with the axis of rotation aligned with the wingspan direction of the second movable wing. The fifth control surface and the sixth control surface can rotate in the same direction or in opposite directions under the action of an actuator.

[0029] The wings of the variable aircraft disclosed herein can be switched to a cross-wing configuration. In the cross-wing configuration, the first fixed wing, the first movable wing, the second fixed wing, and the second movable wing are arranged sequentially around the longitudinal axis of the fuselage. One end of each wing is connected to the fuselage, and the first fixed wing is opposite to the second fixed wing, and the first movable wing is opposite to the second movable wing. This makes the wings in the cross-wing configuration closer to the fuselage, improving the structural compactness, and providing a smaller rolling moment of inertia. This enhances the aircraft's resistance to airflow disturbances and improves its maneuverability. Attached Figure Description

[0030] The above and other objects, features and advantages of this disclosure will become clearer from the following description of embodiments with reference to the accompanying drawings, in which:

[0031] Figure 1 This is a three-dimensional isometric side view of a variable-sized aircraft in a straight-wing configuration, as an exemplary embodiment of this disclosure.

[0032] Figure 2 This is a three-dimensional isometric side view of a variable-sized aircraft in a cross-wing configuration, as an exemplary embodiment of this disclosure.

[0033] Figure 3 for Figure 1 The image shows a three-dimensional isometric view of the morphing aircraft during the morphing process.

[0034] Figure 4 This is a three-dimensional isometric side view of a variable aircraft according to an embodiment of the present disclosure. The first and second fixed wings and the first and second movable wings of this embodiment are not uniformly distributed around the longitudinal axis of the fuselage.

[0035] Figure 5 for Figure 1 The diagram shows the first and second control surfaces of a morphing aircraft deflecting in the same direction.

[0036] Figure 6 for Figure 1 The diagram shows the reverse deflection of the first and second control surfaces of a morphing aircraft.

[0037] Figure 7 for Figure 1 The diagram shows a morphing aircraft where the direction of lift on the first and second movable wings is perpendicular to the direction of gravity.

[0038] Figure 8 for Figure 1 The diagram shows the direction of lift and gravity on the first and second movable wings of a morphing aircraft after the fuselage has rotated to a position at a 45° angle with the horizontal plane.

[0039] Figure 9 for Figure 1 The image shows a front view of the morphing aircraft in a straight wing configuration;

[0040] Figure 10 and Figure 11 for Figure 1 The image shows a front view of the morphing aircraft during the morphing process;

[0041] Figure 12 for Figure 1 The image shows a front view of the variable-sized aircraft in a cross-wing configuration;

[0042] Figure 13 for Figure 1 The diagram shows the deflection state of each control surface of a morphing aircraft during the morphing process;

[0043] Figure 14 for Figure 1 The diagram shows the third and fourth control surfaces of a morphing aircraft deflecting in the same direction.

[0044] Figure 15 for Figure 1 The diagram shows the reverse deflection of the third and fourth control surfaces of the morphing aircraft.

[0045] Figure 16 for Figure 1 The diagram shows the fifth and sixth control surfaces of a morphing aircraft deflecting in the same direction.

[0046] Figure 17 for Figure 1 The diagram shows the reverse deflection of the fifth and sixth control surfaces of the morphing aircraft.

[0047] Figure 18 This is a schematic diagram illustrating grooves on the wings of a variant aircraft, as shown in an exemplary embodiment of this disclosure.

[0048] [Explanation of Labels in the Attached Image]

[0049] 1-Fuselage;

[0050] 2-First fixed wing; 3-Second fixed wing;

[0051] 4-First movable wing; 5-Second movable wing;

[0052] 6-First connecting rod; 7-Second connecting rod;

[0053] 8 - First control surface; 9 - Second control surface;

[0054] 10 - Third control surface; 11 - Fourth control surface;

[0055] 12 - Fifth control surface; 13 - Sixth control surface;

[0056] 14-First connecting part; 15-Second connecting part;

[0057] 16 - First trench; 17 - Third trench;

[0058] 18 - Second groove; 19 - Fourth groove. Detailed Implementation

[0059] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this disclosure. All other embodiments obtained by those skilled in the art based on the embodiments of this disclosure without inventive effort are within the scope of protection of this disclosure.

[0060] Please refer to Figures 1 to 3 , Figures 1 to 3 This is a three-dimensional isometric view of a variable aircraft illustrated in an exemplary embodiment of this disclosure. Figure 1 It has a straight wing configuration. Figure 2 It is a cross-wing configuration. Figure 3 This represents an intermediate state in the morphing process of a morphing aircraft.

[0061] This disclosure provides a variable aircraft (hereinafter referred to as the aircraft), which can be a small unmanned aerial vehicle such as a loitering munition or a reconnaissance and strike UAV. The aircraft includes a fuselage 1, a first fixed wing 2, a second fixed wing 3, a first movable wing 4, a second movable wing 5, a first connecting rod 6, and a second connecting rod 7. One of the first fixed wing 2 and the second fixed wing 3 is fixedly connected to the left side of the fuselage 1, and the other is fixedly connected to the right side of the fuselage 1. The connection method includes, but is not limited to, welding. For example, taking the direction from the tail to the nose as a reference direction, the first fixed wing 2 is the left fixed wing, and the second fixed wing 3 is the right fixed wing.

[0062] The first movable wing 4 and the first fixed wing 2 are located on the same side of the fuselage 1, and are connected by a first connecting rod 6. Specifically, one end of the first connecting rod 6 is hinged to the first fixed wing 2, and the other end is hinged to the first movable wing 4. The two hinge axes are parallel, and their directions are consistent with the longitudinal axis A in the forward and backward direction of the fuselage 1. Alternatively, it can be understood that both ends of the first connecting rod 6 are rotatably connected to the first fixed wing 2 and the first movable wing 4, respectively.

[0063] The second movable wing 5 and the second fixed wing 3 are located on the same side of the fuselage 1, and are connected by a second connecting rod 7. Specifically, one end of the second connecting rod 7 is hinged to the second fixed wing 3, and the other end is hinged to the second movable wing 5. The two hinge axes are parallel, and their directions are consistent with the longitudinal axis A in the forward and backward direction of the fuselage 1. Alternatively, it can be understood that both ends of the second connecting rod 7 are rotatably connected to the second fixed wing 3 and the second movable wing 5, respectively.

[0064] The first movable wing 4 and the second movable wing 5, under the influence of aerodynamic forces and rolling moments, can switch the aircraft to a cross-wing configuration. In this configuration, one end of the first movable wing 4 is connected to the fuselage 1, and the other end is suspended in the air. Similarly, one end of the second movable wing 5 is connected to the fuselage 1, and the other end is suspended in the air. The first fixed wing 2, the first movable wing 4, the second fixed wing 3, and the second movable wing 5 are arranged sequentially around the longitudinal axis A of the fuselage 1. The first fixed wing 2 and the second fixed wing 3 are opposite to each other, and the first movable wing 4 and the second movable wing 5 are opposite to each other.

[0065] As described above, the aircraft's wings can be switched to a cross-wing configuration. In this configuration, the first fixed wing 2, the first movable wing 4, the second fixed wing 3, and the second movable wing 5 are arranged sequentially around the longitudinal axis A of the fuselage 1. One end of each wing is connected to the fuselage 1. Furthermore, the first fixed wing 2 is opposite to the second fixed wing 3, and the first movable wing 4 is opposite to the second movable wing 5. This makes the wings in the cross-wing configuration closer to the fuselage 1, increasing the structural compactness and providing a smaller rolling moment of inertia. This enhances the aircraft's resistance to airflow disturbances and improves its maneuverability.

[0066] In one embodiment, the aerodynamic force and rolling torque generated by the deflection of the control surfaces can drive the first movable wing 4 to move without the need for any active drive mechanism at the hinge points between the first connecting rod 6 and the first fixed wing 2, or between the first connecting rod 6 and the first movable wing 4. Specifically, the trailing edge of the first movable wing 4 is provided with a rotatable third control surface 10 and a fourth control surface 11, which are arranged side by side along the wingspan direction of the first movable wing 4, with the rotation axis direction consistent with the wingspan direction of the first movable wing 4. The third control surface 10 and the fourth control surface 11 can be controlled to rotate in the same direction and in opposite directions, thereby driving the first movable wing 4 to move. For example, the third control surface 10 and the fourth control surface 11 can be controlled to rotate in the same direction and in opposite directions by an actuator. It should be noted that more control surfaces can be provided on the trailing edge of the first movable wing 4.

[0067] In one embodiment, the aerodynamic force and rolling torque generated by the deflection of the control surfaces can drive the movement of the second movable wing 5 without the need for any active drive mechanisms at the hinge points between the second connecting rod 7 and the second fixed wing 3, and between the second connecting rod 7 and the second movable wing 5. Specifically, the trailing edge of the second movable wing 5 is provided with rotatable fifth control surfaces 12 and 13, which are arranged side by side along the wingspan direction of the second movable wing 5, with their rotation axis direction consistent with the wingspan direction of the second movable wing 5. The fifth control surfaces 12 and 13 can be controlled to rotate in the same direction and in opposite directions, thereby driving the movement of the second movable wing 5. For example, the fifth control surfaces 12 and 13 can be controlled to rotate in the same direction and in opposite directions by actuators. It should be noted that more control surfaces can be provided on the trailing edge of the second movable wing 5.

[0068] In this embodiment, the trailing edge of the first movable wing 4 is provided with a rotatable third control surface 10 and a fourth control surface 11, and the trailing edge of the second movable wing 5 is provided with a rotatable fifth control surface 12 and a sixth control surface 13. In this way, the first movable wing 4 and the second movable wing 5 can be driven entirely by the aerodynamic force and rolling torque generated by the deflection of each control surface. This makes the folding and unfolding of each movable wing not require an additional mechanism to drive it. The structure is reliable, the variant is simple and easy to implement, and it has a small impact on the wing volume and low weight cost.

[0069] In one embodiment, the aircraft can... Figure 1 The straight wing configuration shown is switched to Figure 2 The positional relationships of the relevant components in the cross-wing configuration and the straight-wing configuration shown will be described below. During the switch from the straight-wing configuration to the cross-wing configuration, the third control surface 10 and the fourth control surface 11 are controlled to rotate in the same direction and in opposite directions. Rotation in the same direction means that the third control surface 10 and the fourth control surface 11 rotate upwards or downwards together. This rotation changes the lift generated by the first movable wing 4, thereby driving the first movable wing 4 to rotate the first connecting rod 6 around the first fixed wing 2. Rotation in opposite directions means that one of the third control surface 10 and the fourth control surface 11 rotates upwards while the other rotates downwards. This opposite rotation generates a rolling torque, driving the first movable wing 4 to rotate around the first connecting rod 6 towards the side closer to the fuselage 1 until one end of the first movable wing 4 contacts and locks with the fuselage 1. Furthermore, the fifth control surface 12 and the sixth control surface 13 can be controlled to rotate in the same direction and in opposite directions. Rotating in the same direction alters the lift generated by the second movable wing 5, thereby driving the second movable wing 5 to rotate around the second fixed wing 3, which in turn drives the second connecting rod 7. Rotating in opposite directions generates a rolling torque, driving the second movable wing 5 to rotate around the second connecting rod 7 until one end of the second movable wing 5 contacts and locks into the fuselage 1, thus achieving a switch from a straight wing configuration to a cross-wing configuration.

[0070] In one embodiment, the aircraft can also be from Figure 2 The cross-wing configuration shown is switched to Figure 1 The diagram shows a straight wing configuration. During the transition from the cross-wing configuration to the straight wing configuration, the first movable wing 4 and the second movable wing 5 are released from their lock to the fuselage 1. The third control surface 10 and the fourth control surface 11 are controlled to rotate in the same direction and in opposite directions, and the fifth control surface 12 and the sixth control surface 13 are controlled to rotate in the same direction and in opposite directions. Driven by aerodynamic forces and rolling torque, the first movable wing 4 drives the first connecting rod 6 to rotate around the first fixed wing 2 away from the fuselage 1 until one end of the first movable wing 4 engages with and locks to the first fixed wing 2. The second movable wing 5 drives the second connecting rod 7 to rotate around the second fixed wing 3 away from the fuselage 1 until the second movable wing 5 engages with and locks to the second fixed wing 3, thus achieving the transition from the cross-wing configuration to the straight wing configuration.

[0071] Therefore, driven by both aerodynamic forces and rolling moment, the aircraft disclosed herein has two configurations: a straight wing and a cross-wing configuration. Specifically, the aircraft can switch to a straight wing configuration during cruise. In this configuration, the first fixed wing 2, the first movable wing 4, the second fixed wing 3, and the second movable wing 5 form a straight wing with a large aspect ratio. This high aspect ratio reduces induced drag and increases range. When maneuvering is required, the aircraft can switch to a cross-wing configuration. In this configuration, the wings are crossed and have a smaller span, allowing for overload in any direction within the vertical plane and enabling it to withstand a higher overload coefficient. Furthermore, the cross-wing configuration has a lower moment of inertia and less roll damping, resulting in higher roll maneuverability.

[0072] It should be noted that the control surfaces located on the trailing edge of the first movable wing 4 are not limited to Figures 1 to 3 The third control surface 10 and the fourth control surface 11 shown can also be provided with three or more control surfaces. In embodiments with multiple control surfaces, the multiple control surfaces can be divided into two groups, and the control surfaces in the same group can be controlled by the same actuator, which can be one or more actuators. The arrangement of the control surfaces on the second movable wing 5 can be referred to the above description, and will not be repeated here.

[0073] In one embodiment, such as Figure 4 As shown, in the cross-wing configuration, the angle between the first fixed wing 2 and the first movable wing 4 is greater than or less than the angle between the first fixed wing 2 and the second movable wing 5. That is, the first fixed wing 2, the first movable wing 4, the second fixed wing 3, and the second movable wing 5 may not be evenly distributed around the longitudinal axis A.

[0074] In this embodiment, as Figure 2 As shown, in the cross-wing configuration, the angle between the first fixed wing 2 and the first movable wing 4 is equal to the angle between the first fixed wing 2 and the second movable wing 5. This arrangement means that the first fixed wing 2, the first movable wing 4, the second fixed wing 3, and the second movable wing 5 are evenly distributed around the longitudinal axis A, with equal angles between adjacent wings, forming a vertically intersecting cross-wing configuration.

[0075] In one embodiment, such as Figures 1 to 3 As shown, the trailing edge of the first fixed wing 2 is provided with a rotatable first control surface 8, the axis of rotation of the first control surface 8 being aligned with the wingspan direction of the first fixed wing 2. The trailing edge of the second fixed wing 3 is provided with a rotatable second control surface 9, the axis of rotation of the second control surface 9 being aligned with the wingspan direction of the second fixed wing 3. The first control surface 8 and the second control surface 9 can be controlled to rotate in the same direction or in opposite directions. Figure 5 As shown, rotating in the same direction can mean rotating upwards or downwards together. Rotating the first control surface 8 and the second control surface 9 in the same direction can change the lift of the first fixed wing 2 and the second fixed wing 3, for example, generating an upward lift. Figure 6 As shown, the reverse rotation can be one upward and the other downward. The reverse rotation of the first control surface 8 and the second control surface 9 can generate a rolling torque. For example, the first rolling torque generated at this time causes the first fixed wing 2 and the second fixed wing 3 to drive the fuselage 1 to rotate. With this configuration, before switching from a straight wing configuration to a cross-wing configuration, the driving force and rolling torque can be used to drive the fuselage 1 to rotate by a preset angle. This can prevent the direction of the lift force on the first movable wing 4 and the second movable wing 5 from being perpendicular to the direction of gravity during the switch to the cross-wing configuration (e.g., Figure 7 (As shown), this is because when the direction of gravity of the first movable wing 4 is perpendicular to the direction of lift, the first movable wing 4 cannot achieve a state of force balance, and therefore cannot be driven to move to the position where it connects with the first connecting part 14 on the fuselage 1. Similarly, when the direction of gravity of the second movable wing 5 is perpendicular to the direction of lift, the second movable wing 5 cannot achieve a state of force balance, and therefore cannot be driven to move to the position where it connects with the second connecting part 15 on the fuselage 1. Please refer to... Figure 8 , Figure 8 for Figure 1 The diagram shows the direction of lift and gravity on the first and second movable wings of a morphing aircraft after the fuselage has rotated to a position at a 45° angle with the horizontal plane.

[0076] like Figure 8As shown, in a specific embodiment, before switching from a straight wing configuration to a cross-wing configuration, the fuselage 1 can be moved to a position with an angle of 45° to the horizontal plane under the aerodynamic force and rolling moment generated by the first control surface 8 and the second control surface 9. At this angle, not only can the lift direction of the first movable wing 4 and the second movable wing 5 be avoided from being perpendicular to the gravity direction, but the cross-wing configuration can also form an "X" shape, that is, the angles between the first fixed wing 2, the second fixed wing 3, the first movable wing 4, and the second movable wing 5 and the horizontal plane are all 45°, resulting in better balance. After switching from the cross-wing configuration to the straight wing configuration, the fuselage 1 can be moved to a horizontal position under the aerodynamic force and rolling moment generated by the first control surface 8 and the second control surface 9, but this is not the only possible action.

[0077] Please refer to Figure 9 , Figure 9 for Figure 1 The image shows a front view of the variable aircraft in a straight wing configuration.

[0078] In one embodiment, in a straight-wing configuration, the first movable wing 4 is separated from the fuselage 1 and connected to the first fixed wing 2, while the second movable wing 5 is separated from the fuselage 1 and connected to the second fixed wing 3. The first fixed wing 2 and the second fixed wing 3 are mirror-symmetrical about the fuselage 1, and the first movable wing 4 and the second movable wing 5 are also mirror-symmetrical about the fuselage 1. Alternatively, the first fixed wing 2 and the second fixed wing 3 can be understood as being opposite each other along the wingspan direction, and the first movable wing 4 and the second movable wing 5 are opposite each other along the wingspan direction.

[0079] The first movable wing 4 can extend beyond the tip of the first fixed wing 2, and the second movable wing 5 can extend beyond the tip of the second fixed wing 3. With this configuration, in a straight wing configuration, the first movable wing 4 extends beyond the first fixed wing 2 along the wingspan direction, and the second movable wing 5 extends beyond the second movable wing 3 along the wingspan direction, which gives the aircraft a larger aspect ratio to increase its range.

[0080] It should be noted that, in the straight wing configuration, the specific position where the first movable wing 4 is connected to the first fixed wing 2 is not limited, and the specific position where the second movable wing 5 is connected to the second fixed wing 3 is not limited. Furthermore, the length of the first movable wing 4 extending beyond the tip of the first fixed wing 2 can be a portion of its own length, and the length of the second movable wing 5 extending beyond the tip of the second fixed wing 3 can also be a portion of its own length.

[0081] exist Figure 9In the illustrated embodiment, in a straight wing configuration, the first movable wing 4 is detachably connected to the end of the first fixed wing 2 furthest from the fuselage 1, and connects to the end of the first fixed wing 2, forming a straight line. The second movable wing 5 is detachably connected to the end of the second fixed wing 3 furthest from the fuselage 1, and connects to the end of the second fixed wing 3, forming a straight line. At this point, on the side where the first fixed wing 2 is located, the total wing length is the sum of the lengths of the first fixed wing 2 and the first movable wing 4; on the side where the second fixed wing 3 is located, the total wing length is the sum of the lengths of the second fixed wing 3 and the second movable wing 5. With this configuration, given a fixed wing length, the aspect ratio can be maximized, thereby further increasing the range. The detachable connection method between the first movable wing 4 and the first fixed wing 2 is not limited, nor is the detachable connection method between the second movable wing 5 and the second fixed wing 3, including but not limited to pin-hole mating mechanisms. The detachable connection structure can be configured in one or more sets. The detachable connection structure can be automatically connected and disconnected through automated control.

[0082] exist Figure 9 In the illustrated embodiment, both the first movable wing 4 and the second movable wing 5 are configured with a straight-line structure. This configuration ensures that when the first movable wing 4 is connected to the end of the first fixed wing 2, the first movable wing 4 and the first fixed wing 2 are coplanar; similarly, when the second movable wing 5 is connected to the end of the second fixed wing 3, the second movable wing 5 and the second fixed wing 3 are coplanar. Optionally, the cross-sectional shape and size at the junction of the first movable wing 4 and the first fixed wing 2 are the same, and the cross-sectional shape and size at the junction of the second movable wing 5 and the second fixed wing 3 are the same.

[0083] Please refer to Figures 10 to 12 , Figure 10 and Figure 11 for Figure 1 The image shows a front view of the morphing aircraft during the morphing process. Figure 12 for Figure 1 The image shows a front view of the variable-sized aircraft in a cross-wing configuration.

[0084] In one embodiment, the fuselage 1 is provided with a first connecting portion 14. In the cross-wing configuration, one end of the first movable wing 4 is connected to the first connecting portion 14, thereby ensuring the stability of the position of the first movable wing 4 when connected to the fuselage 1. The first connecting portion 14 may include a first boss protruding from the fuselage 1 and a first connecting component disposed on the first boss. The connection method of the first connecting component is not limited, including but not limited to locking pins or magnetic components. One or more sets of the first connecting components may be provided.

[0085] The fuselage 1 may also be provided with a second connecting part 15, in which one end of the second movable wing 5 is connected to the second connecting part 15 in the cross-wing configuration. This ensures the stability of the position of the second movable wing 5 when connected to the fuselage 1. The second connecting part 15 may include a second boss protruding from the fuselage 1 and a second connecting component disposed on the second boss. The connection method of the second connecting component is not limited, including but not limited to locking pins or magnetic components. One or more sets of second connecting components may be provided.

[0086] like Figure 10 and Figure 11 As shown, during the transition from a straight wing configuration to a cross-wing configuration, the first movable wing 4 is disconnected from the first fixed wing 2, and the second movable wing 5 is disconnected from the second fixed wing 3. Driven by aerodynamic forces and rolling moments, the first movable wing 4 rotates around the first connecting rod 6, moving from below the first fixed wing 2 towards the side closer to the fuselage 1, until the end of the first movable wing 4 near the fuselage 1 is aligned with the first protrusion. The second movable wing 5 rotates around the second connecting rod 7, moving from above the second fixed wing 3 towards the side closer to the fuselage 1, until the second movable wing 5 is aligned with the second protrusion. The first movable wing 4 is connected to the first protrusion via the first connecting assembly, and the second movable wing 5 is connected to the second protrusion via the second connecting assembly, thus enabling the aircraft to switch to the cross-wing configuration. Figure 12 The cross-wing configuration shown can be automated to automatically connect and disconnect the first connecting component from the first movable wing 4, and to automatically connect and disconnect the second connecting component from the second movable wing 5.

[0087] During the transition from a cross-wing configuration to a straight-wing configuration, the connection between the first connecting component and the first movable wing 4, and the connection between the second connecting component and the second movable wing 5, can be automatically released. Driven by aerodynamic forces and rolling moments, the first movable wing 4 moves around the first connecting rod 6 to the side away from the fuselage 1. At this time, the first connecting rod 6 moves accordingly until the end of the first movable wing 4 is aligned with the end of the first fixed wing 2 and is detachably connected to the first fixed wing 2. The second movable wing 5 moves around the second connecting rod 7 to the side away from the fuselage 1. At this time, the second connecting rod 7 moves accordingly until the end of the second movable wing 5 is aligned with the end of the second fixed wing 3 and is detachably connected to the second fixed wing 3, thus enabling the aircraft to switch to the configuration as shown in the diagram. Figure 9 The straight wing configuration shown.

[0088] In one embodiment, to ensure the stability and weight balance of the aircraft during flight, in both the cross-wing and straight-wing configurations, the first fixed wing 2 and the second fixed wing 3 are centrally symmetrical about a point on the longitudinal axis A. In another embodiment, in both the cross-wing and straight-wing configurations, the first movable wing 4 and the second movable wing 5 are centrally symmetrical about the longitudinal axis A. In yet another embodiment, in both the cross-wing and straight-wing configurations, the first connecting rod 6 and the second connecting rod 7 are centrally symmetrical about the longitudinal axis A. This achieves a balanced mass distribution for the aircraft, ensuring that the center of gravity of the aircraft is located on the longitudinal axis of the fuselage.

[0089] Figure 13 This is a schematic diagram illustrating the deflection state of the control surfaces of a variant aircraft during a variant process, as shown in an exemplary embodiment of this disclosure.

[0090] During the transformation process, whether switching from a straight wing configuration to a cross wing configuration or vice versa, the aircraft needs to go through three stages: releasing the original fixed configuration, moving the movable wing, and implementing the new fixed configuration. This process is driven by the aerodynamic forces and torques generated by the deflection of each control surface.

[0091] Specifically, combined Figure 5 As shown, during the process of the aircraft switching from a straight wing configuration to a cross wing configuration, the first control surface 8 and the second control surface 9 can deflect in the same direction under the action of the actuator, thereby generating the first lift. Combined with... Figure 6 As shown, the first control surface 8 and the second control surface 9 can also deflect in opposite directions under the action of the actuator, thereby generating a first rolling torque. The deflection angle of the first control surface 8 and the second control surface 9 is determined by the expected first lift and the first rolling torque. Specifically, the expected first lift determines the angle at which the first control surface 8 and the second control surface 9 need to deflect in the same direction. For example, the expected first lift and the same-direction deflection angle can be controlled through data mapping. The expected first rolling torque determines the angle at which the first control surface 8 and the second control surface 9 need to deflect in opposite directions. For example, the expected first rolling torque and the opposite deflection angle can be controlled through data mapping. In this way, the first lift and the first rolling torque can drive the first fixed wing 2 and the second fixed wing 3 to rotate the fuselage 1 by a preset angle. For example, the position of the fuselage 1 after rotation can be a position where the first fixed wing 2 and the second fixed wing 3 are at a 45° angle to the horizontal plane.

[0092] like Figure 14 As shown, during the process of the aircraft switching from a straight wing configuration to a cross wing configuration, the third control surface 10 and the fourth control surface 11 can deflect in the same direction under the action of the actuator, thereby generating a second lift. Figure 15As shown, the third control surface 10 and the fourth control surface 11 can also deflect in opposite directions under the action of the actuator, thereby generating a second rolling moment. The deflection angle of the third control surface 10 and the fourth control surface 11 is determined by the expected second lift and the second rolling moment. Specifically, the expected second lift determines the angle at which the third control surface 10 and the fourth control surface 11 need to deflect in the same direction. For example, the expected second lift and the same-direction deflection angle can be controlled through data mapping. The expected second rolling moment determines the angle at which the third control surface 10 and the fourth control surface 11 need to deflect in opposite directions. For example, the expected second rolling moment and the opposite deflection angle can be controlled through data mapping. In this way, the second lift and the second rolling moment can drive the first movable wing 4 to rotate, and bring one end of the first movable wing 4 close to the fuselage 1, achieving alignment and connection with the first connecting part 14.

[0093] like Figure 16 As shown, during the process of the aircraft switching from a straight wing configuration to a cross wing configuration, the fifth control surface 12 and the sixth control surface 13 can deflect in the same direction under the action of the actuator, thereby generating a third lift; as Figure 17 As shown, the fifth control surface 12 and the sixth control surface 13 can also deflect in opposite directions under the action of the actuator, thereby generating a third rolling moment. The deflection angle of the fifth control surface 12 and the sixth control surface 13 is determined by the expected third lift and the third rolling moment. Specifically, the expected third lift determines the angle at which the fifth control surface 12 and the sixth control surface 13 need to deflect in the same direction. For example, the expected third lift and the same-direction deflection angle can be controlled through data mapping. The expected third rolling moment determines the angle at which the fifth control surface 12 and the sixth control surface 13 need to deflect in opposite directions. For example, the expected third rolling moment and the opposite deflection angle can be controlled through data mapping. In this way, the third lift and the third rolling moment can drive the second movable wing 5 to rotate, and bring one end of the second movable wing 5 close to the fuselage 1, achieving alignment and connection with the second connecting part 15.

[0094] It should be noted that the actuators controlling each control surface are controlled by the flight control system. The actuators control the deflection direction and angle of each control surface according to the commands input from the flight control system, thereby generating the expected lift and roll torque through each control surface. Furthermore, during the transition from a straight wing configuration to a cross-wing configuration, or vice versa, the position of each control surface is transient, and the deflection direction and angle of each control surface change continuously under the control of the actuators.

[0095] Figure 18 The groove structure on each wing of the variant aircraft is shown as an exemplary embodiment of this disclosure.

[0096] In one embodiment, the first fixed wing 2 has a first groove 16, and the first movable wing 4 has a second groove 18. In the straight wing configuration, the first groove 16 and the second groove 18 are connected end-to-end, and the first connecting rod 6 is received within the first groove 16 and the second groove 18. For example, the depths of the first groove 16 and the second groove 18 can be selected so that the first connecting rod 6 is at least partially or completely embedded within the first groove 16 and the second groove 18 to reduce flight drag.

[0097] In one embodiment, the second fixed wing 3 has a third groove 17, and the second movable wing 5 has a fourth groove 19. In the straight wing configuration, the third groove 17 and the fourth groove 19 are connected end-to-end, and the second connecting rod 7 is received within the third groove 17 and the fourth groove 19. For example, the depth of the third groove 17 and the fourth groove 19 can be selected so that the second connecting rod 7 is at least partially or completely embedded in the third groove 17 and the fourth groove 19 to reduce flight drag.

[0098] The above is merely an illustrative example, and this embodiment is not limited thereto. For example, during the start and end phases of a morphing aircraft, the fixed wing and the movable wing, or the movable wing and the fuselage protrusion, need to be locked or unlocked by a locking mechanism. This locking mechanism can adopt the conventional locking scheme of a carrier-based aircraft's folding wing, or other locking schemes.

[0099] In summary, the embodiments of this disclosure provide a vari-wing aircraft with both straight-wing and cross-wing configurations. When flying in the straight-wing configuration, the aircraft exhibits a high lift-to-drag ratio, range, and flight time. When flying in the cross-wing configuration, the aircraft possesses strong maneuverability. This aircraft can switch between the two configurations to adapt to different mission requirements. Furthermore, the variability process is entirely driven by the aerodynamic forces and roll moments generated by the deflection of control surfaces, requiring no active drive mechanism, resulting in a simple structure, easy implementation, and minimal weight and volume costs.

[0100] In the description of this disclosure, it should be understood that the terms "upper," "lower," "front," "rear," "left," and "right," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this disclosure and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this disclosure. Throughout the drawings, the same elements are represented by the same or similar reference numerals. Conventional structures or constructions will be omitted where they may cause confusion in understanding this disclosure. Furthermore, the shape, size, and positional relationship of the components in the drawings do not reflect the actual size, scale, and actual positional relationship.

[0101] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this disclosure, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified. Furthermore, the word "a" or "an" preceding an element does not exclude the existence of a plurality of such elements.

[0102] The specific embodiments described above further illustrate the purpose, technical solutions, and beneficial effects of this disclosure. It should be understood that the above descriptions are merely specific embodiments of this disclosure and are not intended to limit this disclosure. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this disclosure should be included within the protection scope of this disclosure.

Claims

1. A morphing aircraft, characterized in that, include: body; A first fixed wing and a second fixed wing, one of which is fixedly connected to the left side of the fuselage and the other is fixedly connected to the right side of the fuselage; A first movable wing and a second movable wing, wherein the first movable wing and the first fixed wing are located on the same side of the fuselage, and the second movable wing and the second fixed wing are located on the same side of the fuselage; and A first connecting rod and a second connecting rod, one end of the first connecting rod is hinged to the first fixed wing, and the other end of the first connecting rod is hinged to the first movable wing; one end of the second connecting rod is hinged to the second fixed wing, and the other end of the second connecting rod is hinged to the second movable wing; the direction of each hinge axis is consistent with the longitudinal axis of the fuselage. The first movable wing and the second movable wing are subjected to aerodynamic forces and rolling moments, which can enable the variant aircraft to switch to a cross-wing configuration. In the cross-wing configuration, one end of the first movable wing is connected to the fuselage and the other end is suspended in the air. One end of the second movable wing is connected to the fuselage and the other end is suspended in the air. The first fixed wing, the first movable wing, the second fixed wing, and the second movable wing are arranged in sequence around the longitudinal axis of the fuselage. The first fixed wing and the second fixed wing are opposite to each other, and the first movable wing and the second movable wing are opposite to each other.

2. The morphing aircraft according to claim 1, characterized in that, In the cross-wing configuration, the angle between the first fixed wing and the first movable wing is greater than or less than the angle between the first fixed wing and the second movable wing; or In the cross-wing configuration, the angle between the first fixed wing and the first movable wing is equal to the angle between the first fixed wing and the second movable wing.

3. The morphing aircraft according to claim 1, characterized in that, Both the first fixed wing and the second fixed wing are configured with a straight-line structure; and / or Both the first movable wing and the second movable wing are configured with a straight-line structure.

4. The morphing aircraft according to claim 1, characterized in that, The first fixed wing and the second fixed wing are centrally symmetrical about the longitudinal axis of the fuselage; and / or The first movable wing and the second movable wing are centrally symmetrical about the longitudinal axis of the fuselage; and / or The first connecting rod and the second connecting rod are centrally symmetrical about the longitudinal axis of the fuselage.

5. The variable aircraft according to claim 1, characterized in that, The fuselage is provided with a first connecting portion, and in the cross-wing configuration, one end of the first movable wing is connected to the first connecting portion; and / or The fuselage is provided with a second connecting part, and in the cross-wing configuration, one end of the second movable wing is connected to the second connecting part.

6. The variable aircraft according to any one of claims 1 to 5, characterized in that, The first movable wing and the second movable wing are subjected to aerodynamic forces and rolling moments, which can also switch the variant aircraft to a straight wing configuration. In the straight wing configuration, the first movable wing is separated from the fuselage and connected to the first fixed wing, the second movable wing is separated from the fuselage and connected to the second fixed wing, the first fixed wing and the second fixed wing are mirror symmetrical about the fuselage, the first movable wing and the second movable wing are mirror symmetrical about the fuselage, the first movable wing extends beyond the tip of the first fixed wing, and the second movable wing extends beyond the tip of the second fixed wing.

7. The morphing aircraft according to claim 6, characterized in that, In the straight wing configuration, the first movable wing is detachably connected to the end of the first fixed wing away from the fuselage and is flush with the first fixed wing; the second movable wing is detachably connected to the end of the second fixed wing away from the fuselage and is flush with the second fixed wing.

8. The morphing aircraft according to claim 6, characterized in that, The first fixed wing has a first groove, and the first movable wing has a second groove. In the straight wing configuration, the first groove and the second groove are connected in a straight line, and the first connecting rod is received within the first groove and the second groove; and / or The second fixed wing is provided with a third groove, and the second movable wing is provided with a fourth groove. In the straight wing configuration, the third groove and the fourth groove are connected in a straight line, and the second connecting rod is housed in the third groove and the fourth groove.

9. The variable aircraft according to any one of claims 1 to 5, 7, and 8, characterized in that, The trailing edge of the first fixed wing is provided with a rotatable first control surface, the axis of rotation being aligned with the wingspan direction of the first fixed wing. The trailing edge of the second fixed wing is provided with a rotatable second control surface, the axis of rotation being aligned with the wingspan direction of the second fixed wing. The first control surface and the second control surface can rotate in the same direction and in opposite directions under the action of an actuator.

10. The variable aircraft according to any one of claims 1 to 5, 7, and 8, characterized in that, The trailing edge of the first movable wing is provided with a rotatable third control surface and a fourth control surface, the direction of the rotation axis is consistent with the wingspan direction of the first movable wing, and the third control surface and the fourth control surface can rotate in the same direction and in opposite directions under the action of the actuator. and / or The trailing edge of the second movable wing is provided with a rotatable fifth control surface and a sixth control surface, with the axis of rotation aligned with the length direction of the second movable wing. The fifth control surface and the sixth control surface can rotate in the same direction or in opposite directions under the action of an actuator.

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