A wing deformation mechanism and control method

Abstract

This application discloses a wing deformation mechanism and control method, relating to the field of unmanned aerial vehicles (UAVs). Leading-edge cross-axis joints and trailing-edge cross-axis joints are spaced apart along the fuselage length and rotatably connected to the fuselage. A transmission assembly is connected between the leading-edge and trailing-edge cross-axis joints and is equipped with a mode switching unit. In a first operating state, the transmission assembly transmits power in the same direction and at the same speed to the trailing-edge cross-axis joint, driving both joints to rotate in the same direction. This causes the leading-edge and trailing-edge links of the wing to retract synchronously, shortening the wing span and folding the wingtip links downwards to reduce air disturbance and drag in zero-gravity conditions. In a second operating state, the transmission assembly transmits power in the opposite direction and at the same speed to the trailing-edge cross-axis joint, driving both joints to rotate in opposite directions, changing the wing sweep angle to adapt to cross-speed range flight. This application achieves dual-mode deformation switching driven by a single power source.

Description

Technical Field

[0001] This application relates to the field of unmanned aerial vehicle (UAV) technology, and in particular to a wing deformation mechanism and control method. Background Technology

[0002] Zero-gravity experiments are crucial for conducting microgravity scientific research and astronaut training. To achieve a zero-gravity environment, parabolic unmanned aerial vehicles (UAVs) are typically used. By precisely controlling the UAV's dives and pull-ups, a brief period of weightlessness is created within the cabin. However, the large-area wings experience significant air disturbances during high-speed dives, which disrupts the precious zero-gravity environment within the cabin. Simultaneously, air resistance increases dramatically with dive speed, limiting the effective extension of the zero-gravity duration. Therefore, minimizing air resistance and aerodynamic disturbances during zero-gravity flight while ensuring sufficient lift to maintain stable flight during climbs and leveling phases is the core challenge currently facing zero-gravity experimental platforms.

[0003] In existing technologies, various wing deformation schemes have been proposed to improve the aerodynamic performance of unmanned aerial vehicles (UAVs). For example, the Civil Aviation Flight University of China team proposed "A Variable Sweep Wing Drive Device and Variable Sweep Wing UAV" (ZL201922221237.3), which drives the wing sweep angle to change through a screw-slider mechanism to reduce shock wave drag during high-speed cruise. Another example is the "Folding Wing UAV" (ZL 202311146183.3) proposed by Beijing University of Aeronautics and Astronautics, which changes the aspect ratio by folding the wing to adjust lift. However, these existing technologies mainly focus on improving the lift-to-drag ratio or expanding the flight speed range during the conventional cruise phase, and their design goals are not aimed at the special flight profile of "high-speed dive-rapid leveling" in zero-gravity flight. Specifically, existing technologies have the following shortcomings: 1) While variable sweep technology can reduce drag to some extent, the drag reduction is limited and cannot meet the demand for significant drag reduction in zero gravity. Furthermore, changes in the sweep angle typically cause a significant rearward shift of the wing's center of gravity, severely affecting longitudinal stability and increasing control difficulty. 2) Although folding wing technology can effectively shorten the wingspan, it usually requires multiple degrees of freedom to drive it separately, leading to complex structures and control systems, increased weight, and simply shortening the wingspan without optimizing the aerodynamic shape, leaving room for improvement in drag reduction. Summary of the Invention

[0004] This application provides a wing deformation mechanism and control method to solve the technical problems in the prior art, such as limited drag reduction effect, poor center of gravity stability, complex drive, and inability to adapt to the needs of zero-gravity multi-stage flight.

[0005] In a first aspect, embodiments of this application provide a wing deformation mechanism, including a leading-edge cross-axis joint, a trailing-edge cross-axis joint, a drive assembly, a transmission assembly, and a deformation execution assembly; The leading edge cross-axis joint and the trailing edge cross-axis joint are spaced apart along the length of the fuselage and are rotatably connected to the fuselage; the rotation axes of the leading edge cross-axis joint and the trailing edge cross-axis joint are parallel to each other, and the top surfaces of the leading edge cross-axis joint and the trailing edge cross-axis joint are inclined downwards and inwards relative to the horizontal surface of the fuselage. The deformation execution assembly includes a leading edge member of the wing, a trailing edge member of the wing, a wingtip link, and a wing link; one end of the leading edge member of the wing is rotatably connected to the leading edge cross-axis joint, and the other end is hinged to one end of the wingtip link; one end of the trailing edge member of the wing is rotatably connected to the trailing edge cross-axis joint, and the other end is hinged to one end of the wing link; the other end of the wing link is hinged to the wingtip link, and the end of the wingtip link away from the leading edge member of the wing is a free end; The output end of the drive component is connected to the leading edge cross shaft joint for providing rotational power; The transmission assembly is connected between the front edge cross shaft joint and the rear edge cross shaft joint, and is equipped with a mode switching unit; Specifically, by tilting the top surfaces of the leading-edge cross-axis joint and the trailing-edge cross-axis joint, and by synchronously controlling the transmission of the leading-edge cross-axis joint and the trailing-edge cross-axis joint by the transmission assembly, the leading-edge rod, trailing-edge rod, wing link and wingtip link of the wing move in concert during deformation, forming a controlled spatial four-bar-cantilever composite kinematic chain, thereby limiting the longitudinal displacement of the overall center of mass of the wing; The mode switching unit has a first working state and a second working state: In the first working state, the transmission component transmits the power of the drive component to the trailing edge cross-axis joint in the same direction and at the same speed, driving the leading edge cross-axis joint and the trailing edge cross-axis joint to rotate in the same direction, causing the leading edge rod and the trailing edge rod of the wing to retract synchronously, shortening the wing span and folding the wingtip link down to below the leading edge rod of the wing, so as to reduce air disturbance and drag in the zero gravity stage; In the second working state, the transmission component transmits the power of the drive component in the opposite direction at the same speed to the trailing edge cross-axis joint, causing the leading edge cross-axis joint and the trailing edge cross-axis joint to rotate in opposite directions, thereby causing the leading edge rod of the wing and the trailing edge rod of the wing to spread out or sweep back relative to each other, changing the wing sweep angle to adapt to cross-speed range flight, while maintaining the longitudinal position stability of the wing's center of mass.

[0006] In conjunction with the first aspect, in one possible implementation, the drive assembly includes a drive motor, a worm gear, and a worm wheel; The worm gear is connected to the output end of the drive motor. The worm gear is fixed coaxially with the rotation axis of the leading edge cross shaft joint and meshes with the worm. The input end of the transmission component is connected to the worm gear to transmit the rotational motion of the worm gear to the trailing edge cross shaft joint.

[0007] In conjunction with the first aspect, in one possible implementation, the transmission assembly includes a bridging transmission rod, a shaft-changing linkage, a driven wheel, and a mode-changing latch as the mode-changing unit; The input end of the bridging transmission rod is connected to the worm gear transmission, and the output end is connected to the shaft-changing connecting rod. The driven wheel is fixed coaxially with the rotation axis of the rear edge cross shaft joint; The shaft-changing connecting rod is disposed between the bridging transmission rod and the driven wheel, and is equipped with a locking interface; The mode-switching latch is rotatably mounted within the locking interface, and has a first locking position and a second locking position: When in the first working state, the mode switching latch rotates to the first locking position, locking the shaft changing link to the driven wheel, so that the rotational power of the worm gear is directly transmitted to the driven wheel through the bridge transmission rod and the shaft changing link, driving the front edge cross shaft joint and the rear edge cross shaft joint to rotate in the same direction; When in the second working state, the mode switching latch rotates to the second locking position, locking the shaft changing link to the bridging transmission rod and releasing the locking of the shaft changing link to the driven wheel. Utilizing the asymmetric motion characteristics of the bridging transmission rod, the rotational power of the worm gear is converted into a reverse torque and transmitted to the driven wheel, driving the front edge cross shaft joint and the rear edge cross shaft joint to rotate in opposite directions.

[0008] In conjunction with the first aspect, in one possible implementation, the bridging transmission rod is constructed as a U-shaped frame, including a first sidewall and a second sidewall, the length of the first sidewall being greater than the length of the second sidewall; the first sidewall is disposed on the worm gear, and the second sidewall is disposed adjacent to the rear edge cross shaft joint; The top surface of the worm gear is eccentrically provided with a sliding shaft; a long groove extending along its length is provided on the first side wall, and the sliding shaft is embedded in the long groove to allow the sliding shaft to slide and rotate relative to each other in the long groove; The end of the second sidewall is provided with a first rotating hole and a first locking hole spaced apart along its axial direction; The driven wheel has a second locking hole in the middle that corresponds to the position of the first locking hole, and a fourth rotating hole is provided on its edge; The shaft-changing connecting rod is provided with a second rotating hole, a third locking hole, and a third rotating hole in sequence along its length; the second rotating hole and the first rotating hole are rotatably connected by a first rotating shaft; the fourth rotating hole and the third rotating hole are rotatably connected by a second rotating shaft. The pivot of the mode switching latch passes through the third locking hole; In the first locking position, the locking end of the mode switching bolt is inserted into the second locking hole to achieve circumferential fixation of the shaft changing connecting rod and the driven wheel; In the second locking position, the locking end of the mode switching latch is inserted into the first locking hole to achieve circumferential fixation of the shaft changing connecting rod and the bridging transmission rod.

[0009] In conjunction with the first aspect, in one possible implementation, under the first operating state, the wing can be deformed into one of the following forms: a conventional fixed wing with a long aspect ratio, a folding drag-reducing form, or a biomimetic vortex lift maneuvering form.

[0010] In conjunction with the first aspect, in one possible implementation, in the second operating state, the wing can be deformed into one of the following forms: a long aspect ratio conventional fixed wing form, a swept cruise form, or a fully retracted form.

[0011] In conjunction with the first aspect, in one possible implementation, the top surfaces of the leading edge cross-axis joint and the trailing edge cross-axis joint each form an angle α with the horizontal plane of the fuselage, where 30°≤α≤60°.

[0012] Secondly, embodiments of this application provide a control method based on the wing deformation mechanism described in the first aspect or any possible implementation of the first aspect, comprising the following steps: Step S1: Determine the target working state according to the flight mission requirements; the target working state includes the first working state corresponding to the climb-descent flight scheme, or the second working state corresponding to the conventional parabolic flight scheme. Step S2: Based on the target working state, the control mode switching unit switches to the corresponding first working state or second working state; Step S3: Start the drive component to output rotational power; Step S4: The rotational power of the drive assembly is transmitted to the leading edge cross-axis joint and the trailing edge cross-axis joint through the transmission assembly, and the wing deformation mechanism is driven to perform corresponding coordinated deformation actions according to the working state of the mode switching unit. When the mode switching unit is in the first working state, the transmission component transmits power to the trailing edge cross-axis joint in the same direction and at the same speed, so that the leading edge cross-axis joint and the trailing edge cross-axis joint rotate in the same direction, thereby driving the leading edge rod and the trailing edge rod of the wing to retract synchronously, so that the wing span is shortened and the wingtip connecting rod is folded down, so as to achieve the deformation of the folding drag reduction form. When the mode switching unit is in the second working state, the transmission component transmits power in the opposite direction at the same speed to the trailing edge cross-axis joint, causing the leading edge cross-axis joint and the trailing edge cross-axis joint to rotate in opposite directions, thereby driving the leading edge rod and the trailing edge rod of the wing to spread or sweep back relative to each other, so as to change the wing sweep angle and maintain the longitudinal position stability of the wing's center of mass.

[0013] In conjunction with the second aspect, in one possible implementation, step S2, controlling the switching of the mode switching unit specifically includes: Control mode switching: Locking tongue rotation If it is necessary to enter the first working state, the control mode switching latch rotates to the first locking position to lock the shaft changing linkage to the driven wheel. If it is necessary to enter the second working state, the control mode switching latch rotates to the second locking position, locking the shaft changing linkage and the bridging transmission rod, and releasing the locking connection between the shaft changing linkage and the driven wheel.

[0014] Thirdly, embodiments of this application provide a drone, including a fuselage and a wing deformation mechanism as described in the first aspect or any possible implementation of the first aspect, the wing deformation mechanism being mounted on the fuselage.

[0015] One or more technical solutions provided in the embodiments of this application have at least the following technical effects: This application utilizes a single drive motor coupled with a worm gear and worm wheel to efficiently transmit power to the leading-edge cross-axis joint, and then synchronously drives the trailing-edge cross-axis joint via a transmission assembly. This design allows complex dual-mode, multi-morphological deformations to be achieved with a single power source, avoiding the need for separate drive devices at multiple moving joints, simplifying the structural layout, and reducing system weight and control complexity. The worm gear and worm wheel engagement method possesses a natural reverse self-locking characteristic. When the drive motor stops working, the aerodynamic load cannot reverse the rotation of the worm wheel, thus allowing the wing to stably maintain its current deformable form (such as a folded drag-reducing form or a swept cruise form). This is crucial for zero-gravity flight experiments, ensuring that the wing shape does not undergo uninstructed changes during critical flight phases (such as high-speed dives), significantly improving flight safety and the reliability of experimental data, without requiring additional locking mechanisms. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a three-dimensional structural diagram of the wing deformation mechanism in the embodiments of this application; Figure 2 This is a partially enlarged structural diagram of the transmission component in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of the shaft-changing connecting rod according to an embodiment of this application; Figure 4 This is a schematic diagram of the deformation process in the first working state (co-directional transmission mode) of this application embodiment, wherein, Figure 4 (a) in the diagram represents a conventional fixed-wing configuration with a long aspect ratio. Figure 4 (b) in the diagram represents a folded drag-reducing configuration. Figure 4 (c) in the figure represents the biomimetic vortex lift maneuver mode; Figure 5 This is a schematic diagram illustrating the deformation process of the second working state (reverse transmission mode) in an embodiment of this application, wherein, Figure 5 (a) in the diagram represents a conventional fixed-wing configuration with a long aspect ratio. Figure 5 (b) in the diagram represents a fully recovered form. Figure 5 (c) in the diagram represents the swept-back cruise configuration; Figure 6 This is a schematic diagram of the trajectory of the climb-descent flight scheme in the embodiments of this application; Figure 7 This is a schematic diagram of the trajectory of a conventional parabolic flight scheme in the embodiments of this application; Figure 8 This is an enlarged schematic diagram of a conventional fixed-wing configuration with a long aspect ratio in the first working state according to an embodiment of this application. Figure 9 This is a schematic diagram of the structure of the first locking position in the first working state in the embodiments of this application; Figure 10 This is an enlarged schematic diagram of the biomimetic vortex lift maneuvering mode in the first working state of the embodiments of this application; Figure 11 This is an enlarged schematic diagram of the folded drag reduction configuration in the first working state of this application embodiment; Figure 12 This is an enlarged schematic diagram of a conventional fixed-wing configuration with a long aspect ratio in the second working state according to an embodiment of this application. Figure 13 This is a schematic diagram of the structure of the second locking position in the second working state in an embodiment of this application; Figure 14 This is an enlarged schematic diagram of the swept cruise configuration in the second working state in the embodiments of this application; Figure 15 This is an enlarged schematic diagram of the fully retracted form of the second working state in the embodiments of this application; Icons: 1-Leading edge cross-axis joint; 2-Leading edge cross-axis joint; 3-Drive assembly; 31-Drive motor; 32-Worm gear; 33-Worm wheel; 34-Sliding shaft; 4-Fuselage; 5-Transmission assembly; 51-Bridge transmission rod; 511-First sidewall; 5111-Long slot; 512-Second sidewall; 5121-First rotating hole; 5122-First locking hole; 52-Shaft changing connecting rod; 521-Second rotating hole; 522-Third locking hole; 523-Third rotating hole; 53-Driven wheel; 531-Second locking hole; 532-Fourth rotating hole; 54-Mode switching latch; 6-Deformation execution assembly; 61-Wing leading edge rod; 62-Wing trailing edge rod; 63-Wingtip connecting rod; 64-Wing connecting rod. Detailed Implementation

[0018] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] In the description of the embodiments of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the embodiments of this application and for 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. Therefore, they should not be construed as limitations on this application. The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application according to the specific circumstances.

[0020] This application provides a wing deformation mechanism, such as... Figures 1 to 15As shown. The wing deformation mechanism includes a leading-edge cross-axis joint 1, a trailing-edge cross-axis joint 2, a drive assembly 3, a transmission assembly 5, and a deformation execution assembly 6. The leading-edge cross-axis joint 1 and the trailing-edge cross-axis joint 2 are spaced apart along the length of the fuselage 4 and are rotatably connected to the fuselage 4. The rotation axes of the leading-edge cross-axis joint 1 and the trailing-edge cross-axis joint 2 are parallel to each other. The top surfaces of both the leading-edge cross-axis joint 1 and the trailing-edge cross-axis joint 2 are inclined downwards and inwards relative to the horizontal plane of the fuselage 4, and the angle α between them and the horizontal plane is equal. In this embodiment, α is preferably 45°, but it can be adjusted within the range of 30° to 60° to change the amplitude and characteristics of the deformation.

[0021] The deformation actuator 6 includes a leading-edge rod 61, a trailing-edge rod 62, a wingtip link 63, and a wing link 64. One end of the leading-edge rod 61 is rotatably connected to the leading-edge cross-axis joint 1, and the other end is hinged to one end of the wingtip link 63. One end of the trailing-edge rod 62 is rotatably connected to the trailing-edge cross-axis joint 2, and the other end is hinged to one end of the wing link 64. The other end of the wing link 64 is hinged to the wingtip link 63, and the end of the wingtip link 63 away from the leading-edge rod 61 is a free end. The output end of the drive assembly 3 is connected to the leading-edge cross-axis joint 1 to provide rotational power. The transmission assembly 5 is connected between the leading-edge cross-axis joint 1 and the trailing-edge cross-axis joint 2 and is equipped with a mode switching unit. The system utilizes the tilted top surfaces of the leading-edge cross-axis joint 1 and the trailing-edge cross-axis joint 2, along with the synchronous transmission control of the transmission assembly 5, to enable the leading-edge link 61, trailing-edge link 62, wing link 64, and wingtip link 63 of the wing to move collaboratively during deformation, forming a controlled spatial four-bar cantilever composite kinematic chain. This limits the longitudinal displacement of the wing's overall center of mass. The mode switching unit has a first operating state and a second operating state: In the first operating state, the transmission assembly 5 transmits the power from the drive assembly 3 to the trailing-edge cross-axis joint 2 in the same direction and at the same speed, causing the leading-edge cross-axis joint 1 and the trailing-edge cross-axis joint 2 to rotate in the same direction. This causes the leading-edge link 61 and the trailing-edge link 62 of the wing to retract synchronously, shortening the wing span and causing the wingtip link 63 to fold down below the leading-edge link 61 of the wing, thereby reducing air disturbance and drag during zero-gravity conditions. In the second working state, the transmission component 5 transmits the power of the drive component 3 in the opposite direction at the same speed to the trailing edge cross-axis joint 2, causing the leading edge cross-axis joint 1 and the trailing edge cross-axis joint 2 to rotate in opposite directions, thereby causing the leading edge rod 61 and the trailing edge rod 62 of the wing to spread out or sweep back relative to each other, changing the wing sweep angle to adapt to cross-speed range flight, while maintaining the longitudinal position stability of the wing's center of mass.

[0022] It should be noted that this application utilizes the inclined top surfaces of the leading-edge cross-axis joint 1 and the trailing-edge cross-axis joint 2, combined with a transmission assembly 5 equipped with a mode switching unit, to achieve precise control of the spatial four-bar-cantilever composite kinematic chain consisting of the leading-edge link 61, trailing-edge link 62, wing link 64, and wingtip link 63. This mechanism can switch between two operating states using only a single drive assembly 3: in the first operating state, the wing folds and retracts, and the wingtip folds down, through a constant-velocity transmission in the same direction, mimicking the peregrine falcon's dive strategy to significantly reduce the frontal area, effectively reducing aerodynamic drag, especially in zero-gravity conditions; in the second operating state, the wing sweep angle is changed through a constant-velocity transmission in the opposite direction, and due to the geometric constraint of "wing forward apex, wingtip backward apex," the change in center of gravity before and after deformation is minimal, structurally solving the problem of poor longitudinal stability in variable-sweep wings. The two modes are precisely adapted to climb-descent and conventional parabolic flight schemes respectively. With a simple drive structure of single degree of freedom and single motor, it realizes the switching of various aerodynamic modes such as folding drag reduction, biomimetic vortex lift maneuver, and swept cruise. While achieving high efficiency and low drag, limiting the longitudinal displacement of the wing's center of mass, lightweight and high reliability, it fills the application gap of existing morphing wing technology in zero-gravity flight scenarios.

[0023] In the embodiments of this application, such as Figure 2 As shown, the drive assembly 3 includes a drive motor 31, a worm gear 32, and a worm wheel 33. The worm gear 32 is connected to the output end of the drive motor 31. The worm wheel 33 is coaxially fixed to the rotation axis of the leading edge cross-axis joint 1 and meshes with the worm gear 32. The input end of the transmission assembly 5 is connected to the worm wheel 33 to transmit the rotational motion of the worm wheel 33 to the trailing edge cross-axis joint 2.

[0024] It should be noted that this application utilizes a single drive motor 31 in conjunction with the meshing transmission of the worm gear 32 and worm wheel 33 to efficiently transmit power to the leading-edge cross-axis joint 1, and synchronously drive the trailing-edge cross-axis joint 2 via the transmission assembly 5. This design allows complex dual-mode, multi-morphological deformation to be achieved with only a single power source, avoiding the need for separate drive devices at multiple moving joints, simplifying the structural layout, and reducing system weight and control complexity. The meshing method of the worm gear 32 and worm wheel 33 possesses a natural reverse self-locking characteristic. When the drive motor 31 stops working, the aerodynamic load cannot reverse the rotation of the worm wheel 33, thus enabling the wing to stably maintain its current deformable form (such as a folded drag-reducing form or a swept cruise form). This is crucial for zero-gravity flight experiments, ensuring that the wing form does not undergo uninstructed changes during critical flight phases (such as high-speed dives), significantly improving flight safety and the reliability of experimental data, without the need for additional locking mechanisms.

[0025] In this embodiment, the transmission assembly 5 includes a bridging transmission rod 51, a shaft-changing connecting rod 52, a driven wheel 53, and a mode-changing locking tongue 54 serving as a mode-changing unit. The input end of the bridging transmission rod 51 is connected to the worm gear 33, and the output end is connected to the shaft-changing connecting rod 52. The driven wheel 53 is coaxially fixed to the rotation axis of the rear edge cross shaft joint 2. The shaft-changing connecting rod 52 is disposed between the bridging transmission rod 51 and the driven wheel 53 and is equipped with a locking interface. The shaft-changing connecting rod 52 is a rod-shaped component.

[0026] The mode-switching bolt 54 is rotatably mounted within the locking interface, having a first locking position and a second locking position: When in the first working state, the mode switching latch 54 rotates to the first locking position, locking the shaft changing link 52 and the driven wheel 53, so that the rotational power of the worm gear 33 is directly transmitted to the driven wheel 53 through the bridge transmission rod 51 and the shaft changing link 52, driving the front edge cross shaft joint 1 and the rear edge cross shaft joint 2 to rotate in the same direction.

[0027] When in the second working state, the mode switching latch 54 rotates to the second locking position, locking the shaft changing link 52 and the bridging transmission rod 51, and releasing the lock between the shaft changing link 52 and the driven wheel 53. Utilizing the asymmetric motion characteristics of the bridging transmission rod 51, the rotational power of the worm gear 33 is converted into a reverse torque and transmitted to the driven wheel 53, driving the front edge cross shaft joint 1 and the rear edge cross shaft joint 2 to rotate in opposite directions.

[0028] In this embodiment, the bridging transmission rod 51 is constructed as a U-shaped frame, including a first sidewall 511 and a second sidewall 512, wherein the length of the first sidewall 511 is greater than the length of the second sidewall 512. The first sidewall 511 is disposed on the worm gear 33, and the second sidewall 512 is disposed near the rear edge cross shaft joint 2. A sliding shaft 34 is eccentrically disposed on the top surface of the worm gear 33. A long groove 5111 extending along its length direction is formed on the first sidewall 511, and the sliding shaft 34 is embedded in the long groove 5111 to allow the sliding shaft 34 to slide and rotate relative to each other within the long groove 5111. The end of the second sidewall 512 is provided with a first rotating hole 5121 and a first locking hole 5122 spaced apart along its axial direction; the driven wheel 53 is provided with a second locking hole 531 corresponding to the position of the first locking hole 5122 in the middle, and a fourth rotating hole 532 is provided on its edge; the shaft changing connecting rod 52 is provided with a second rotating hole 521, a third locking hole 522 and a third rotating hole 523 in sequence along its length direction; the second rotating hole 521 and the first rotating hole 5121 are rotatably connected by a first rotating shaft; the fourth rotating hole 532 and the third rotating hole 523 are rotatably connected by a second rotating shaft. The rotating shaft of the mode switching latch 54 passes through the third locking hole 522. When the worm gear 33 drives the sliding shaft 34 to make a circular motion, the long groove 5111 only transmits the horizontal motion component, converting the circular motion of the sliding shaft 34 into the horizontal reciprocating translational motion of the bridging transmission rod 51. In this structural layout, the first hinge point (second rotating hole 521 and first rotating hole 5121) between the shaft-changing connecting rod 52 and the bridging transmission rod 51, and the second hinge point (third rotating hole 523 and fourth rotating hole 532) between the shaft-changing connecting rod 52 and the driven wheel 53, are respectively located in a planar mirror position with the line connecting the centers of the worm gear 33 and the driven wheel 53 as the mirror axis. Due to the constraint of the long slot 5111, the first hinge point and the second hinge point always maintain synchronous movement in the horizontal direction, and they are also mirror symmetrical in spatial position. Therefore, when the worm gear 33 rotates, the horizontal movement direction of the first hinge point and the second hinge point is the same, but the phase of the circumferential movement is opposite, thereby converting the rotational power of the worm gear 33 into a reverse torque and transmitting it to the driven wheel 53, realizing the synchronous reverse rotation of the front edge cross shaft joint 1 and the rear edge cross shaft joint 2. In the first locked position, the locking end of the mode switching latch 54 is inserted into the second locking hole 531 to realize the circumferential fixation of the shaft-changing connecting rod 52 and the driven wheel 53. In the second locking position, the locking end of the mode switching latch 54 is inserted into the first locking hole 5122 to achieve circumferential fixation between the shaft changing connecting rod 52 and the bridging transmission rod 51.

[0029] Specifically, the mode switching latch 54 is electrically driven, and can be driven by a micro servo or electromagnetic actuator to rotate around its axis to switch between the first and second locked positions. The drive signal is issued by the flight control system. Before the mode switch, the drive assembly 3 stops power output. After the mode switching latch 54 rotates to the correct position and locks, the drive motor 31 is started to perform the deformation action, thereby ensuring reliable and jam-free transmission mode switching.

[0030] It should be noted that this application utilizes the U-shaped frame structure of the bridging transmission rod 51 and the length difference between its first sidewall 511 and second sidewall 512, along with the sliding engagement between the eccentric sliding shaft 34 on the worm gear 33 and the long groove 5111, to construct a compact asymmetric motion conversion mechanism. By simply rotating the mode-switching latch 54 between the first and second locking positions, two distinct power transmission modes can be achieved: When the mode-switching latch 54 is inserted into the second locking hole 531 of the driven wheel 53, the shaft-changing connecting rod 52 locks with the driven wheel 53, and the leading edge rod 61 and trailing edge rod 62 of the wing remain parallel during movement, forming a parallel four-bar linkage, which transmits the rotation of the worm gear 33 in the same direction and at the same speed to the trailing edge cross shaft joint 2, thereby achieving wing folding and retraction; When the mode-switching latch 54 is inserted into the first locking hole 5122 of the bridging transmission rod 51, the shaft-changing connecting rod 52 locks with the bridging transmission rod 51 and forms a movable engagement with the driven wheel 53. At this time, the length difference between the two side walls of the U-shaped frame is converted into the reverse rotational displacement of the driven wheel 53, thereby achieving reverse constant speed transmission to change the wing sweep angle. This design integrates two output modes, "same direction" and "reverse direction", on the same transmission chain through a purely mechanical means and only by switching the locking tongue 54 in a single mode. It realizes dual-mode deformation switching under a single degree of freedom and a single power source, which greatly simplifies the complexity of the transmission system, improves the structural integration and reliability, and perfectly embodies the core innovative concept of "one-button switching and dual-mode operation".

[0031] In this embodiment of the application, in the first working state, the wing can be deformed into one of the following forms: a conventional fixed wing with a long aspect ratio, a folding drag-reducing form, or a biomimetic vortex lift maneuver form.

[0032] In this embodiment of the application, in the second working state, the wing can be deformed into one of the following forms: a conventional fixed wing with a long aspect ratio, a swept cruise form, or a fully retracted form.

[0033] This application embodiment achieves six aerodynamically different deformation forms by using two rotation modes of the leading edge cross-axis joint 1 and the trailing edge cross-axis joint 2, combined with the spatial geometric constraints of the inclined axis, and the spatial four-bar-cantilever composite kinematic chain composed of the wing leading edge rod 61, the wing trailing edge rod 62, the wingtip link 63 and the wing link 64.

[0034] I. Three modes in the first working state (rotation in the same direction) When the mode switching latch 54 is in the first locked position, and the leading edge cross-axis joint 1 and the trailing edge cross-axis joint 2 rotate in the same direction at the same speed, the wing exhibits the following three continuously changing shapes: 1. Long aspect ratio conventional fixed-wing configuration Morphological description: such as Figure 4 As shown in (a), this is the initial (or final) state of deformation. At this time, both the leading-edge cross-axis joint 1 and the trailing-edge cross-axis joint 2 are at the limit of their rotation range. The leading-edge member 61 and the trailing-edge member 62 of the wing extend outwards fully, and the wingtip link 63 and the leading-edge member 61 of the wing are basically in the same plane, forming a traditional high aspect ratio straight wing configuration.

[0035] Kinematic characteristics: The spatial four-bar-cantilever composite kinetic chain is in the "extension" limit position, with the angle between each link being the maximum and the wing surface being flat.

[0036] Flight scenario: Applicable to the takeoff, climb, hovering and cruise phases after leveling off. At this time, a large lift coefficient and lift-drag ratio are required to ensure that the UAV obtains enough lift to recover altitude or maintain stable flight.

[0037] 2. Folded drag-reducing shape Morphological description: such as Figure 4 As shown in (b), this is the deformation limit position of the first working state. The leading edge cross-axis joint 1 and the trailing edge cross-axis joint 2 rotate in the same direction to the other limit, driving the wing leading edge link 61 and the wing trailing edge link 62 to retract rearward and towards the inside of the fuselage 4. At the same time, under the constraint of the spatial four-bar-cantilever compound kinematic chain, the wingtip link 63 folds significantly downward relative to the wing leading edge link 61, ultimately forming a streamlined attitude similar to that of a peregrine falcon tightening its wings during a dive.

[0038] Kinematic characteristics: The wingspan is significantly shortened (the measured wingspan of the model is reduced from 800mm to 380mm, a reduction of about 52.5%), the wingtips are downturned, the windward projection area of ​​the entire wing is drastically reduced, the transition between wing surfaces is smooth, and there are no obvious aerodynamic gaps.

[0039] Flight scenario: Specifically designed for the high-speed dive phase in zero-gravity experiments. By significantly reducing the frontal area and lowering drag, the deceleration effect of air resistance on the aircraft is minimized, thereby delaying speed decay and extending the duration of the zero-gravity period. This application represents an optimized design for climb-descent flight scenarios, overcoming the limitation of low drag reduction limits in existing technologies.

[0040] 3. Bionic vortex lift maneuvering mode Morphological description: such as Figure 4As shown in (c), this is an intermediate transitional form between the "long aspect ratio conventional fixed wing form" and the "folding drag reduction form" in the first working state. At this specific position, the leading edge rod 61 and the trailing edge rod 62 of the wing partially retract, and the wingtip connecting rod 63 begins to fold downwards but does not reach its limit, resulting in a discontinuous curvature change in a specific area of ​​the wing leading edge, and a tilted winglet attitude at the wingtip.

[0041] Kinematic characteristics: Controllable separation vortices are generated on the wing surface, similar to the principle by which the peregrine falcon increases lift by using detached vortices during low-speed maneuvers.

[0042] Flight scenario: Applicable to the transition phase at the end of a dive, preparing to recover. At this time, the aircraft speed is still relatively high, but lift needs to be gradually increased to achieve a smooth pull-up. This configuration generates additional "vortex lift" by stimulating detached vortices, providing the necessary lift support for recovering from a dive without fully deploying the wings (to avoid a sudden increase in drag), thus achieving a smooth transition from "dive" to "leveling off".

[0043] II. Three modes in the second working state (reverse rotation) When the mode switching latch 54 is in the second locked position, and the leading edge cross-axis joint 1 and the trailing edge cross-axis joint 2 rotate in opposite directions at the same speed, the wing exhibits the following three continuously changing shapes: 1. Long aspect ratio conventional fixed-wing configuration Morphological description: such as Figure 5 As shown in (a), this is the initial state of the second operating state. Similar to the initial state of the first operating state, the leading edge cross-axis joint 1 and the trailing edge cross-axis joint 2 are in the initial position of rotating in the same direction, the wing is fully deployed, and it presents a high aspect ratio configuration.

[0044] Kinematic characteristics: Spatial four-bar-cantilever compound kinetic chain unfolds, with flat wing surfaces.

[0045] Flight scenario: Also applicable to takeoff, climb and low-speed cruise phase after leveling off.

[0046] 2. Sweep-back cruise configuration Morphological description: such as Figure 5 As shown in (c), as the leading edge cross-axis joint 1 and the trailing edge cross-axis joint 2 rotate in opposite directions (for example, the leading edge cross-axis joint 1 rotates forward and the trailing edge cross-axis joint 2 rotates backward), the leading edge rod 61 of the wing extends forward and the trailing edge rod 62 of the wing sweeps backward, so that the sweep angle of the entire wing gradually increases, but the change in wingspan is relatively small.

[0047] Kinematic characteristics: The wing moves approximately in a plane, with minimal change in dihedral angle and continuously adjustable sweep angle, similar to the intermediate state of a traditional variable-sweep wing aircraft. The core advantage lies in the fact that, due to the geometric constraints of "large wing forward-pointing and wingtip backward-pointing," the longitudinal offset of the wing's overall aerodynamic center or center of gravity is limited to a very small range.

[0048] Flight scenario: Suitable for high-speed cruise phases in cross-speed range flight. By increasing the sweep angle, shock wave drag is effectively reduced, improving the drone's fuel economy or maximum speed. Due to the stable center of gravity, no complex flight control trim compensation is required, resulting in superior flight quality.

[0049] 3. Complete Retraction Pattern Morphological description: such as Figure 5 As shown in (b), this is the extreme position of the second working state. The leading edge cross-axis joint 1 and the trailing edge cross-axis joint 2 rotate in opposite directions to their respective limits, the wing sweep angle reaches its maximum value, and the entire wing is tightly attached to both sides of the fuselage 4, presenting an extremely compact and folded posture.

[0050] Kinematic characteristics: maximum sweep angle, wings are tightly drawn back.

[0051] Flight scenarios: Suitable for high-speed sprints or specific flight phases requiring efficient drag reduction. Although lift is extremely low in this configuration, its low drag advantage can be leveraged to meet specific trajectory requirements in zero-gravity experiments (such as pre-retracting wings before a steep dive) or during rapid return to base after an experiment. Similarly, center-of-gravity stability is maintained even at this extreme position.

[0052] Therefore, through the precise switching of the above six forms, the embodiments of this application simultaneously realize two types of functions with a single mechanism: planar variable sweepback (second working state) and spatial folding drag reduction (first working state), which correspond to two typical schemes of zero-gravity flight (conventional parabolic flight and climb-descent flight), achieving functional integration and performance surpassing of existing variable sweepback technology and folding wing technology.

[0053] In this embodiment, the top surfaces of the front edge cross-axis joint 1 and the rear edge cross-axis joint 2 are respectively angled with the horizontal plane of the fuselage 4 by α, where 30°≤α≤60°.

[0054] This application provides a deformation control method based on the above-described wing deformation mechanism, comprising the following steps: Step S1: Determine the target operational state based on the flight mission requirements. The target operational state includes the first operational state corresponding to the climb-descent flight scheme, or the second operational state corresponding to the conventional parabolic flight scheme.

[0055] Step S2: Based on the target working state, the control mode switching unit switches to the corresponding first working state or second working state.

[0056] Step S3: Start the drive component 3 to output rotational power.

[0057] Step S4: The rotational power of the drive assembly 3 is transmitted to the leading edge cross-axis joint 1 and the trailing edge cross-axis joint 2 through the transmission assembly 5, and the wing deformation mechanism is driven to perform corresponding coordinated deformation actions according to the working state of the mode switching unit.

[0058] When the mode switching unit is in the first working state, the transmission component 5 transmits power in the same direction and at the same speed to the trailing edge cross-axis joint 2, so that the leading edge cross-axis joint 1 and the trailing edge cross-axis joint 2 rotate in the same direction, thereby driving the leading edge rod 61 and the trailing edge rod 62 of the wing to retract synchronously, so that the wing span is shortened and the wingtip connecting rod 63 folds down, so as to achieve the deformation of the folding drag reduction form.

[0059] When the mode switching unit is in the second working state, the transmission component 5 transmits power in the opposite direction at the same speed to the trailing edge cross-axis joint 2, causing the leading edge cross-axis joint 1 and the trailing edge cross-axis joint 2 to rotate in opposite directions, thereby driving the wing leading edge rod 61 and the wing trailing edge rod 62 to spread out or sweep back relative to each other, so as to change the wing sweep angle and maintain the longitudinal position stability of the wing center of mass.

[0060] In step S2 of this embodiment, the switching of the control mode switching unit specifically includes: Control mode switching: Lock tongue 54 rotates: If it is necessary to enter the first working state, the control mode switching latch 54 is rotated to the first locking position to lock the shaft changing linkage 52 and the driven wheel 53.

[0061] First working state (co-directional transmission - folding drag reduction mode) like Figure 9 As shown, when the mode switching latch 54 rotates to the first locking position, its locking end is inserted into the second locking hole 531 of the driven wheel 53, thereby fixing the shaft changing connecting rod 52 and the driven wheel 53 circumferentially to form a rigid whole.

[0062] At this point, the power transmission path is: drive motor 31 - worm gear 32 - worm wheel 33 - sliding shaft 34 - bridging transmission rod 51 (through long slot 5111 - drive) - shaft changing linkage 52 - driven wheel 53 (locked by mode switching latch 54). Since the shaft changing linkage 52 is fixed to the driven wheel 53, and the bridging transmission rod 51, shaft changing linkage 52, driven wheel 53, and fixed point (body 4) form a parallel four-bar linkage, the rotation of the worm wheel 33 is transmitted to the driven wheel 53 in the same direction and at the same speed. This causes the leading edge cross shaft joint 1 and the trailing edge cross shaft joint 2 to rotate in the same direction.

[0063] like Figure 8As shown, the co-rotation of the leading-edge cross-axis joint 1 and the trailing-edge cross-axis joint 2 causes the connected wing leading-edge link 61 and wing trailing-edge link 62 to oscillate within a conical surface under the drive of the inclined rotation axis. This oscillation, projected onto the horizontal plane, manifests as the synchronized wing retraction (span shortening) and sweepback. Simultaneously, due to the constraint of the planar four-bar linkage formed by the wing link 64 and the wingtip link 63, the wingtip link 63 folds downward relative to the wing leading-edge link 61, ultimately forming... Figure 11 The image shows a "folded drag reduction configuration". In this configuration, the wing's frontal area is significantly reduced, and the surface is smooth and continuous, which greatly reduces air resistance during the zero-gravity dive phase.

[0064] If it is necessary to enter the second working state, the control mode switching latch 54 is rotated to the second locking position, locking the shaft changing link 52 and the bridge transmission rod 51, and releasing the locking connection between the shaft changing link 52 and the driven wheel 53.

[0065] like Figure 13 As shown, when the mode switching latch 54 rotates to the second locking position, its locking end is inserted into the first locking hole 5122 of the bridging transmission rod 51, thereby circumferentially fixing the shaft changing connecting rod 52 and the bridging transmission rod 51. At the same time, the lock between the shaft changing connecting rod 52 and the driven wheel 53 is released.

[0066] At this point, the power transmission path is: drive motor 31 - worm gear 32 - worm wheel 33 - sliding shaft 34 - bridging transmission rod 51 (via long slot 5111 - drive) - shaft-changing connecting rod 52 (fixed as a unit with bridging transmission rod 51). Because the two side walls of bridging transmission rod 51 have different lengths (the first side wall 511 is longer, the second side wall 512 is shorter), and there is a phase difference between its input end (connected to sliding shaft 34) and output end (connected to shaft-changing connecting rod 52), this structural asymmetry causes the bridging transmission rod 51 to drive the shaft-changing connecting rod 52 when the worm wheel 33 rotates, which in turn drives the driven wheel 53 to rotate in the opposite direction via the first and second rotating shafts. By optimizing the dimensions of the long slot 5111 and the rod, the design ensures that the leading edge cross shaft joint 1 and the trailing edge cross shaft joint 2 achieve opposite constant speed rotation.

[0067] like Figure 5 As shown, the counter-rotation of the leading-edge cross-axis joint 1 and the trailing-edge cross-axis joint 2 drives the relative movement of the wing's leading-edge member 61 and trailing-edge member 62, achieving continuous change in the wing's sweep angle, which can form... Figure 14 The swept-back cruise configuration and Figure 15 The wing reaches its fully retracted configuration. Due to the geometric constraints of the mechanism itself ("large wing forward, wingtip retracted"), the longitudinal displacement of the wing's overall center of mass is limited to a very small range during deformation, thus ensuring longitudinal stability during flight.

[0068] The control method of this application also includes a safety protection step. Before the mode switching is performed in step S2, the drive component 3 is controlled to stop outputting power, and the mode switching latch 54 is checked to see if it has reached the target locking position. If the locking tongue is not in place or the transmission component 5 is stuck, a fault alarm will be issued and step S3 will be prohibited. If the current of the drive motor 31 exceeds the preset threshold during the execution of step S3, the drive will be stopped immediately and the current state will be locked.

[0069] For the climb-descent scheme ( Figure 6 ): When the aircraft performs a climb-descent flight to obtain a prolonged zero-gravity environment, the control method is as follows: During the ascent, maintain the following: Figure 4 The long aspect ratio shown in (a) is that of a conventional fixed wing configuration, in order to obtain sufficient lift.

[0070] Before entering the dive phase, the locking bolt 54 is switched to the first locking position via the controller command mode switch. Figure 9 ).

[0071] Start drive motor 31, and the drive mechanism enters its first working state. The wing... Figure 4 The (a) form in the middle, after Figure 4 The intermediate state (c) in the middle is eventually smoothly deformed to... Figure 4 The folded drag reduction configuration shown in (b) is shown in the figure.

[0072] During the zero-gravity phase of a high-speed dive, the wing maintains this folded drag-reducing shape to minimize air resistance and disturbance.

[0073] As the aircraft prepares to recover at the end of its dive, drive motor 31 reverses direction, worm gear 33 moves in the opposite direction, and the wing gradually unfolds from its folded, drag-reducing configuration. During this process, the attitude adjustment of wingtip linkage 63 can optimize the leading edge curvature, generate vortex lift (biomimetic vortex lift maneuver), and help the aircraft recover from the dive quickly and stably, entering the next cycle.

[0074] For conventional parabolic flight schemes ( Figure 7 ): When the aircraft performs a conventional parabolic flight, the control method is as follows: Similarly, during the climb phase, the conventional fixed-wing configuration is maintained. Figure 5 (a) in the middle.

[0075] Before entering the zero-gravity phase, the command mode switching bolt 54 switches to the second locking position. Figure 13 ).

[0076] Start drive motor 31, and the drive mechanism enters the second working state. The wing... Figure 5 In the (a) form, after the swept cruise form ( Figure 5 (c) in the middle), finally smoothly deformed to Figure 5 The fully recovered shape is shown in (b) of the diagram.

[0077] The sweep angle can be adjusted as needed to match the current speed and reduce cruise drag.

[0078] At the apex of the parabola and in the early stages of descent, it can maintain a swept-back cruising pattern.

[0079] In preparation for normal flight, drive motor 31 reverses direction, and the wing quickly returns to its conventional fixed-wing configuration with a long aspect ratio. Figure 5 (a) provides sufficient lift to complete the leveling maneuver. The center of gravity remains stable throughout the deformation process, without causing additional interference to aircraft control.

[0080] The deformation control method provided in this application achieves the following beneficial technical effects through the above steps: First, in step S1, the first or second working state is accurately determined according to the climb-descent or conventional parabolic flight scheme, ensuring the deep adaptation of the wing shape to the flight mission. In step S2, the locking tongue 54 is rotated to the first or second locking position by controlling the mode switching, respectively locking the shaft connecting rod 52 and the driven wheel 53 or locking it with the bridging transmission rod 51, thus completing the reliable switching of the transmission mode in a purely mechanical manner. In steps S3 and S4, power is output through the single drive component 3, and the transmission component 5 is used to transmit power in coordination, so that the leading edge cross shaft joint 1 and the trailing edge cross shaft joint 2 perform the same-direction constant speed rotation or the opposite-direction constant speed rotation, thereby driving the wing leading edge rod 61, the wing trailing edge rod 62 and the wingtip connecting rod 63 to move in coordination, accurately realizing the folding and drag-reducing deformation of the folding mode or the sweep angle adjustment of the swept cruise mode, and maintaining the longitudinal position stability of the wing center of mass in the reverse mode. Furthermore, the added safety protection steps effectively prevent damage to the mechanism caused by the locking tongue 54 not being in place or transmission jamming during mode switching by stopping the power of the drive component 3 before mode switching and detecting the locking tongue's position, as well as monitoring the current threshold of the drive motor 31 during deformation. This improves the safety and reliability of the system operation. This control method achieves precise control of complex spatial mechanisms with a simple process, enabling the single-degree-of-freedom, single-power-source wing deformation mechanism to reliably switch between two working states, perfectly adapting to the multi-scenario requirements of zero-gravity experiments.

[0081] Thirdly, embodiments of this application provide a drone, including a fuselage 4 and a wing deformation mechanism as described above, the wing deformation mechanism being mounted on the fuselage 4.

[0082] The various embodiments in this specification are described in a progressive manner. For the same or similar parts between the various embodiments, please refer to each other. Each embodiment focuses on describing the differences from other embodiments.

[0083] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit this application. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of this application.

Claims

1. A wing deformation mechanism, characterized in that, It includes a front cross-axis joint (1), a rear cross-axis joint (2), a drive assembly (3), a transmission assembly (5), and a deformation execution assembly (6); The leading edge cross-axis joint (1) and the trailing edge cross-axis joint (2) are spaced apart along the length of the fuselage (4) and are rotatably connected to the fuselage (4); the rotation axes of the leading edge cross-axis joint (1) and the trailing edge cross-axis joint (2) are parallel to each other, and the top surfaces of the leading edge cross-axis joint (1) and the trailing edge cross-axis joint (2) are inclined downwards towards the inner side of the fuselage (4) relative to the horizontal surface of the fuselage (4); The deformation execution component (6) includes a leading edge rod (61), a trailing edge rod (62), a wingtip link (63), and a wing link (64); one end of the leading edge rod (61) is rotatably connected to the leading edge cross-axis joint (1), and the other end is hinged to one end of the wingtip link (63); one end of the trailing edge rod (62) is rotatably connected to the trailing edge cross-axis joint (2), and the other end is hinged to one end of the wing link (64); the other end of the wing link (64) is hinged to the wingtip link (63), and the end of the wingtip link (63) away from the leading edge rod (61) is a free end; The output end of the drive assembly (3) is connected to the leading edge cross shaft joint (1) for providing rotational power; The transmission assembly (5) is connected between the front edge cross shaft joint (1) and the rear edge cross shaft joint (2), and is equipped with a mode switching unit; Among them, by tilting the top surfaces of the leading edge cross-axis joint (1) and the trailing edge cross-axis joint (2), and by synchronously controlling the transmission assembly (5) to the leading edge cross-axis joint (1) and the trailing edge cross-axis joint (2), the leading edge rod (61), the trailing edge rod (62), the connecting rod (64) and the wingtip connecting rod (63) of the wing move together during the deformation process, forming a controlled spatial four-bar-cantilever composite kinematic chain, thereby limiting the longitudinal displacement of the overall center of mass of the wing; The mode switching unit has a first working state and a second working state: In the first working state, the transmission component (5) transmits the power of the drive component (3) to the trailing edge cross shaft joint (2) in the same direction and at the same speed, causing the leading edge cross shaft joint (1) and the trailing edge cross shaft joint (2) to rotate in the same direction, driving the leading edge rod (61) and the trailing edge rod (62) of the wing to retract synchronously, so that the wingspan is shortened and the wingtip link (63) is folded down to below the leading edge rod (61) of the wing, so as to reduce air disturbance and drag in the zero gravity stage; In the second working state, the transmission component (5) transmits the power of the drive component (3) in the opposite direction at the same speed to the trailing edge cross-axis joint (2), causing the leading edge cross-axis joint (1) and the trailing edge cross-axis joint (2) to rotate in opposite directions, thereby driving the wing leading edge rod (61) and the wing trailing edge rod (62) to spread or sweep back relative to each other, changing the wing sweep angle to adapt to cross-speed range flight, while maintaining the longitudinal position stability of the wing center of mass.

2. The wing deformation mechanism according to claim 1, characterized in that, The drive assembly (3) includes a drive motor (31), a worm (32), and a worm wheel (33). The worm gear (32) is connected to the output end of the drive motor (31) in a transmission connection; The worm gear (33) is fixed coaxially with the rotation axis of the leading edge cross shaft joint (1) and meshes with the worm (32); The input end of the transmission assembly (5) is connected to the worm gear (33) to transmit the rotational motion of the worm gear (33) to the rear edge cross shaft joint (2).

3. The wing deformation mechanism according to claim 2, characterized in that, The transmission assembly (5) includes a bridging transmission rod (51), a shaft changing link (52), a driven wheel (53), and a mode switching latch (54) as the mode switching unit. The input end of the bridging transmission rod (51) is connected to the worm gear (33) and the output end is connected to the shaft changing connecting rod (52); The driven wheel (53) is fixed coaxially with the rotation axis of the rear edge cross shaft joint (2); The shaft-changing connecting rod (52) is disposed between the bridging transmission rod (51) and the driven wheel (53), and is equipped with a locking interface; The mode-switching latch (54) is rotatably mounted within the locking interface, having a first locking position and a second locking position: When in the first working state, the mode switching latch (54) rotates to the first locking position, locking the shaft changing link (52) and the driven wheel (53) together, so that the rotational power of the worm gear (33) is directly transmitted to the driven wheel (53) via the bridge transmission rod (51) and the shaft changing link (52), driving the front edge cross shaft joint (1) and the rear edge cross shaft joint (2) to rotate in the same direction; When in the second working state, the mode switching latch (54) rotates to the second locking position, locking the shaft changing link (52) and the bridging transmission rod (51) together, and releasing the lock between the shaft changing link (52) and the driven wheel (53). Utilizing the asymmetric motion characteristics of the bridging transmission rod (51), the rotational power of the worm gear (33) is converted into a reverse torque and transmitted to the driven wheel (53), driving the front edge cross shaft joint (1) and the rear edge cross shaft joint (2) to rotate in opposite directions.

4. The wing deformation mechanism according to claim 3, characterized in that, The bridging transmission rod (51) is constructed as a U-shaped frame, including a first side wall (511) and a second side wall (512). The length of the first side wall (511) is greater than the length of the second side wall (512). The first side wall (511) is disposed on the worm gear (33), and the second side wall (512) is disposed adjacent to the rear edge cross shaft joint (2). The top surface of the worm gear (33) is eccentrically provided with a sliding shaft (34); a long groove (5111) extending along its length direction is provided on the first side wall (511), and the sliding shaft (34) is embedded in the long groove (5111) to allow the sliding shaft (34) to slide and rotate relative to each other in the long groove (5111); The end of the second sidewall (512) is provided with a first rotating hole (5121) and a first locking hole (5122) spaced apart along its axial direction. The driven wheel (53) has a second locking hole (531) in the middle that corresponds to the position of the first locking hole (5122), and a fourth rotating hole (532) is provided on its edge. The shaft-changing connecting rod (52) is provided with a second rotating hole (521), a third locking hole (522) and a third rotating hole (523) in sequence along its length direction; the second rotating hole (521) and the first rotating hole (5121) are rotatably connected by a first rotating shaft; the fourth rotating hole (532) and the third rotating hole (523) are rotatably connected by a second rotating shaft; The pivot of the mode switching latch (54) passes through the third locking hole (522); In the first locking position, the locking end of the mode switching latch (54) is inserted into the second locking hole (531) to achieve circumferential fixation of the shaft changing link (52) and the driven wheel (53); In the second locking position, the locking end of the mode switching latch (54) is inserted into the first locking hole (5122) to achieve circumferential fixation of the shaft changing connecting rod (52) and the bridging transmission rod (51).

5. The wing deformation mechanism according to claim 1, characterized in that, In the first working state, the wing can be deformed into one of the following forms: a conventional fixed wing with a long aspect ratio, a folding drag-reducing form, or a biomimetic vortex lift maneuver form.

6. The wing deformation mechanism according to claim 1, characterized in that, In the second operating state, the wing can be deformed into one of the following forms: a long aspect ratio conventional fixed wing form, a swept cruise form, or a fully retracted form.

7. The wing deformation mechanism according to claim 6, characterized in that, The top surfaces of the front edge cross-axis joint (1) and the rear edge cross-axis joint (2) are respectively angled with the horizontal plane of the fuselage (4) by α, where 30°≤α≤60°.

8. A control method based on the wing deformation mechanism according to any one of claims 1 to 7, characterized in that, Includes the following steps: Step S1: Determine the target working state according to the flight mission requirements; the target working state includes the first working state corresponding to the climb-descent flight scheme, or the second working state corresponding to the conventional parabolic flight scheme. Step S2: Based on the target working state, the control mode switching unit switches to the corresponding first working state or second working state; Step S3: Start the drive component (3) to output rotational power; Step S4: The rotational power of the drive assembly (3) is transmitted to the leading edge cross-axis joint (1) and the trailing edge cross-axis joint (2) through the transmission assembly (5), and the wing deformation mechanism is driven to perform corresponding coordinated deformation actions according to the working state of the mode switching unit. When the mode switching unit is in the first working state, the transmission component (5) transmits power in the same direction and at the same speed to the trailing edge cross shaft joint (2), so that the leading edge cross shaft joint (1) and the trailing edge cross shaft joint (2) rotate in the same direction, thereby driving the leading edge rod (61) and the trailing edge rod (62) of the wing to retract synchronously, so that the wing span is shortened and the wingtip connecting rod (63) is folded down, so as to achieve the deformation of the folding drag reduction form; When the mode switching unit is in the second working state, the transmission component (5) transmits power in the opposite direction at the same speed to the trailing edge cross shaft joint (2), causing the leading edge cross shaft joint (1) and the trailing edge cross shaft joint (2) to rotate in opposite directions, thereby driving the leading edge rod (61) and the trailing edge rod (62) of the wing to spread or sweep back relative to each other, so as to change the wing sweep angle and maintain the longitudinal position stability of the wing center of mass.

9. The control method according to claim 8, characterized in that, In step S2, the switching of the control mode switching unit specifically includes: Control mode switching: Lock tongue (54) rotation: If it is necessary to enter the first working state, the control mode switching latch (54) is rotated to the first locking position to lock the shaft changing linkage (52) and the driven wheel (53). If it is necessary to enter the second working state, the control mode switching latch (54) is rotated to the second locking position, locking the shaft changing link (52) and the bridge transmission rod (51) and releasing the locking connection between the shaft changing link (52) and the driven wheel (53).

10. A drone, characterized in that, It includes a fuselage (4) and a wing deformation mechanism as described in any one of claims 1 to 7, the wing deformation mechanism being mounted on the fuselage (4).

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