Variable wing with hierarchical load bearing and state-aware functionality

Abstract

The application discloses a variant wing with hierarchical bearing and state sensing function, which comprises a fuselage fixed base, a variable-span sweep synchronous driving mechanism, inner wing ribs and outer wing ribs; the variable-span sweep synchronous driving mechanism is connected with the fuselage fixed base, the inner wing ribs and the outer wing ribs simultaneously; the outer wing ribs are nested in the inner wing ribs and can slide along the wing span direction relative to the inner wing ribs; the synchronous variable sweep angle and span are realized through the variable-span sweep synchronous driving mechanism; the outer wing ribs comprise a plurality of rib plates; the front part and the rear part of each rib plate are respectively provided with a honeycomb superstructure; the honeycomb superstructure is formed by a plurality of cell arrays; each cell comprises an asymmetric star-shaped parent cell and an asymmetric star-shaped sub-cell; the sub-cell is embedded in the parent cell; the center of the sub-cell coincides with the center of the parent cell; and the long side of each sharp corner of the sub-cell is collinear with the short side of the corresponding sharp corner of the parent cell. The honeycomb superstructure provides flexible buffering under small load and bearing under large load, so that the aerodynamic load is avoided from being directly transmitted to the main bearing component of the wing.

Description

Technical Field

[0001] This invention belongs to the field of aircraft structural design technology, specifically relating to a variant wing with graded load-bearing and state-aware functions. Background Technology

[0002] Variant aircraft can adjust their wing geometry to meet the aerodynamic requirements of different flight phases, with variable span and variable sweep being the most common transformation methods. By changing the wing span, the wing area and aspect ratio can be adjusted, thus balancing low-speed lift and cruise efficiency; by changing the wing sweep angle, wave drag and structural loads can be reduced during high-speed flight. Therefore, variant wings with coordinated sweep angle and span adjustment have a wider flight envelope and better mission adaptability.

[0003] Existing variable-span, variable-sweep wings typically employ mechanical mechanisms such as lead screws, gears, linkages, or slide rails to drive the relative motion of the inner and outer wing sections. While these mechanisms can achieve predetermined geometric deformations, the connection points are susceptible to large transient loads during repeated extension and contraction of the outer wing section, continuous changes in the sweep angle, and when the travel distance approaches its limit. This is especially true under conditions such as gusts, maneuvering overloads, or bird strikes, where impact loads can be transmitted to the wing's load-bearing structure through the moving connection points, causing localized stress concentrations and affecting the reliability of the drive mechanism and the wing structure. To reduce transient loads, existing technologies typically incorporate elastic, damping, or energy-absorbing components at the moving connection points. However, these components generally have relatively fixed stiffness and load-bearing characteristics. While lower stiffness can provide buffering for small loads, it may lead to excessive deformation under larger loads; conversely, higher stiffness makes it difficult to provide sufficient flexible buffering during normal deformation. Therefore, existing buffering structures struggle to simultaneously accommodate compliant deformation under small loads and energy absorption under large loads, and also fail to provide a progressive response to loads of varying magnitudes.

[0004] On the other hand, variator wings require timely acquisition of the deformation and loading status of their moving structures during flight. Existing condition monitoring solutions typically involve separately arranging strain, pressure, or displacement sensors inside the wing, along with signal transmission lines and acquisition equipment. Due to the limited internal space of variator wings and the continuous relative motion between moving components, additional sensors and their wiring may occupy installation space and face problems such as wiring difficulties, poor fixation reliability, wire fatigue fracture, and poor contact. When the sensing element is independent of the load-bearing structure, the sensed position may not match the actual loading position, hindering accurate identification of local impacts and different load stages.

[0005] Therefore, a variator wing with graded load-bearing and state-aware functions is designed to enable it to have flexible buffering capabilities under small loads, improve load-bearing capacity and dissipate energy under large loads or sudden impacts, and sense the deformation stage and load state of the load-bearing structure, so as to improve the safety and reliability of the variator wing under different flight conditions. Summary of the Invention

[0006] To address the shortcomings of existing technologies, the technical problem this invention aims to solve is to provide a variant wing with graded load-bearing and state-aware functions. It adopts an integrated structural and functional design, enabling graded buffering and energy absorption, state awareness, and adaptive adjustment of load-bearing capacity, thus ensuring flight safety and stability under different operating conditions and sudden impacts.

[0007] The present invention solves the aforementioned technical problem by adopting the following technical solution: A variant wing with graded load-bearing and state-aware functions includes a fuselage fixed base, a variable span sweep synchronous drive mechanism, an inner wing rib, and an outer wing rib. The variable span sweep synchronous drive mechanism is connected to the fuselage fixed base, the inner wing rib, and the outer wing rib. The outer wing rib is nested within the inner wing rib and can slide relative to the inner wing rib along the wing span direction. The variable span sweep synchronous drive mechanism achieves synchronous variable sweep angle and span. The outer wing ribs include multiple rib plates, each with a honeycomb superstructure at its front and rear. The honeycomb superstructure is formed by stacking multiple superstructure arrays along the thickness direction of the wing rib. Each superstructure array is composed of multiple cells arranged along the wing chord direction. Each cell includes an asymmetric star-shaped mother cell and asymmetric star-shaped daughter cells. The asymmetric star-shaped daughter cells are embedded inside the asymmetric star-shaped mother cell, and their centers coincide. The long side of each apex of the asymmetric star-shaped daughter cell is collinear with the short side of the corresponding apex of the asymmetric star-shaped mother cell. Each cell is considered a sensing unit. When the wing is subjected to a load along the chord direction, causing elastic bending deformation of each asymmetric star-shaped mother cell, all sensing units of the honeycomb superstructure output a low-amplitude stable voltage signal. When the wing is subjected to a load along the chord direction, causing densification of each asymmetric star-shaped mother cell and buckling collapse of the asymmetric star-shaped daughter cells, all sensing units of the honeycomb superstructure output a high-amplitude pulsed voltage signal.

[0008] Furthermore, the variable extension sweep synchronous drive mechanism includes a double-headed ball screw, a servo motor, a front slider, a rear slider, a screw base, a main pivot, a sweep drive link, a first extension drive link, a second extension drive link, and a third extension drive link. The servo motor and lead screw base are mounted on the fuselage fixed base. The double-ended ball screw is parallel to the wing chord direction, with one end passing through the lead screw base and connected to the output end of the servo motor. The other end of the double-ended ball screw is rotatably connected to the other end of the lead screw base. The front slider and the rear slider are slidably connected to the front and rear of the double-ended ball screw, respectively. The main pivot is vertically fixed to the front of the fuselage fixed base. The front of the inner wing rib is rotatably connected to the main pivot. One end of the sweep-back drive linkage is hinged to the front slider, and the other end is hinged to the rear of the inner wing rib. One end of the first extended drive link is hinged to the rear slider. The first extended drive link intersects with the middle of the swept drive link. The other end of the first extended drive link is hinged to one end of the second extended drive link. The other end of the second extended drive link passes through the inner wing rib and is hinged to one end of the third extended drive link. The middle of the second extended drive link is rotatably connected to a pin inside the inner wing rib. The other end of the third extended drive link is hinged to the rear of the outer wing rib.

[0009] Furthermore, when all sensing units of each honeycomb superstructure of the wing do not output signals, it indicates that the wing is in an uncompressed state; when all sensing units of each honeycomb superstructure of the wing output low-amplitude stable voltage signals, it indicates that the load on the wing is normal; when all sensing units of each honeycomb superstructure located at the front of the wing output high-amplitude pulsed voltage signals, and all sensing units of each honeycomb superstructure located at the rear of the wing output low-amplitude stable voltage signals, it indicates that the load on the wing has increased but is not exceeding the limit; when all sensing units of each honeycomb superstructure located at the front of the wing output high-amplitude pulsed voltage signals first, and all sensing units of each honeycomb superstructure located at the rear of the wing output high-amplitude pulsed voltage signals later, it indicates that the load on the wing exceeds the limit; when a local sensing unit of the honeycomb superstructure located at the front or / and rear of the wing outputs a high-amplitude pulsed voltage signal, it indicates that the wing has been subjected to a local impact.

[0010] Compared with existing technologies, the beneficial effects of this invention are: 1. The honeycomb superstructure has two deformation stages, with graded energy absorption and load-bearing capacity. In the first deformation stage, the parent cell undergoes elastic bending deformation while the daughter cells hardly deform. In the second deformation stage, the cell walls of the parent cell come into contact with each other and become dense, while the daughter cells buckle and collapse. Therefore, it provides flexible buffering under small loads and absorbs energy through the collapse of daughter cells and bears load through the densification of parent cells under large loads, thus achieving graded energy absorption and structural protection and preventing aerodynamic loads from being directly transmitted to the main load-bearing components of the wing.

[0011] 2. Each cell is a sensing unit. By outputting different signals through the sensing unit, the aerodynamic load on the wing can be perceived in a differentiated manner. It can reflect the deformation state and load conditions of the wing in real time and provide feedback to the flight control system. The flight control system then adaptively changes the span and sweep angle according to the load conditions to actively improve the load on the wing and ensure that the aircraft can guarantee safety and stability under different operating conditions.

[0012] 3. When encountering a sudden impact, the honeycomb superstructure dissipates the impact energy step by step through graded deformation, preventing the impact from spreading to the main load-bearing structure of the wing (the wing ribs); at the same time, the wing reduces the load it receives by changing its shape, allowing the load to fall back to a safe range. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the structure when the sweep angle is zero and the span is at its maximum. Figure 2 This is a schematic diagram of the structure when the sweep angle increases and the span decreases; Figure 3 This is a schematic diagram of the structure after removing the fuselage mounting base; Figure 4 A schematic diagram of a portion of the variable-length swept-back synchronous drive mechanism; Figure 5 A schematic diagram of another part of the variable-length swept-back synchronous drive mechanism. Figure 6 This is a schematic diagram of the outer wing rib structure; Figure 7 This is a schematic diagram of a cellular superstructure; Figure 8 This is a schematic diagram of the cell unit structure; Figure 9 This is a schematic diagram of the compression deformation of a honeycomb superstructure; Figure 10 The stress-strain curve of the honeycomb superstructure; In the diagram, 100 - fuselage mounting base; 200 - variable span sweep synchronous drive mechanism; 300 - inner wing rib; 400 - outer wing rib; 500 - honeycomb superstructure; 201-Double-ended ball screw; 202-Servo motor; 203-Front slider; 204-Rear slider; 205-Screw base; 206-Main pivot; 207-Sweep drive link; 208-First extension drive link; 209-Second extension drive link; 210-Third extension drive link; 501-Cell; 502-Asymmetric star-shaped mother cell; 503-Asymmetric star-shaped daughter cell. Detailed Implementation

[0014] Specific embodiments are given below with reference to the accompanying drawings. These specific embodiments are only used to describe the technical solution of the present invention in detail and are not intended to limit the scope of protection of this application.

[0015] like Figure 1-5 As shown, the present invention provides a variant wing with graded load-bearing and state-aware functions, including a fuselage fixed base 100, a variable span sweep synchronous drive mechanism 200, an inner wing rib 300, and an outer wing rib 400. The variable extension sweep synchronous drive mechanism 200 includes a double-headed ball screw 201, a servo motor 202, a front slider 203, a rear slider 204, a screw base 205, a main pivot 206, a sweep drive link 207, a first extension drive link 208, a second extension drive link 209, and a third extension drive link 210. The servo motor 202 and the lead screw base 205 are mounted on the fuselage fixed base 100. The double-ended ball screw 201 is parallel to the wing chord direction, with one end passing through the lead screw base 205 and connected to the output end of the servo motor 202. The other end of the double-ended ball screw 201 is rotatably connected to the other end of the lead screw base 205. The front slider 203 and the rear slider 204 are slidably connected to the front and rear parts of the double-ended ball screw 201, respectively. The servo motor 202 drives the double-ended ball screw 201 to rotate, causing the front slider 203 and the rear slider 204 to slide in opposite directions simultaneously with equal sliding displacement. The main pivot 206 is vertical. Fixed to the front of the fuselage mounting base 100, the front of the inner wing rib 300 is rotatably connected to the main pivot 206. One end of the sweep-back drive linkage 207 is hinged to the front slider 203, and the other end is hinged to the rear of the inner wing rib 300. While the front slider 203 slides, it drives the inner wing rib 300 to rotate around the main pivot 206 through the sweep-back drive linkage 207 to change the wing sweep angle. When the front slider 203 slides forward, the inner wing rib 300 rotates clockwise around the main pivot 206, increasing the wing sweep angle. Conversely, when the front slider 203 slides backward, the inner wing rib 300 rotates counterclockwise around the main pivot 206, decreasing the wing sweep angle. The outer wing rib 400 is nested within the inner wing rib 300. The guide rail at the bottom of the outer wing rib 400 engages with the sliding groove within the inner wing rib 300, allowing the outer wing rib 400 to slide back and forth relative to the inner wing rib 300 along the wing span direction. One end of the first span drive link 208 is hinged to the rear slider 204, and the first span drive link 208 intersects with the middle of the sweep drive link 207. The other end of the first span drive link 208 is hinged to one end of the second span drive link 209. The other end of the second span drive link 209 passes through the inner wing rib 300 and is hinged to one end of the third span drive link 210. The middle part of the second span drive link 209 is rotatably connected to a pin inside the inner wing rib 300. The other end of the third span drive link 210 is hinged to the rear part of the outer wing rib 400. While the rear slider 204 slides, it drives the outer wing rib 400 to slide through the multi-link. When the rear slider 204 slides forward, the wing span increases, and vice versa. Because the two threads of the double-ended ball screw 201 have opposite directions of rotation and the same lead, the sliding directions of the front and rear sliders are always opposite and the magnitude of the displacement is always equal. Therefore, there is a definite coupling relationship between the changes in the sweep angle and the span. When the servo motor 202 rotates in the forward direction, the front slider 203 moves forward and the rear slider 204 moves backward, which increases the wing sweep angle and decreases the span. When the servo motor 202 rotates in the reverse direction, the front slider 203 moves backward and the rear slider 204 moves forward, which decreases the wing sweep angle and increases the span.

[0016] like Figure 6 As shown, the outer wing rib 400 includes multiple ribs arranged along the wing span direction. Each rib is divided into a leading edge section, a middle section, and a trailing edge section. Adjacent sections are connected by a honeycomb superstructure 500. The honeycomb superstructure 500 has graded load-bearing capacity and state sensing function. Under load, the honeycomb superstructure 500 can expand and contract along the wing chord direction.

[0017] like Figure 7 , 8 As shown, the cellular superstructure 500 is formed by stacking multiple superstructure arrays in layers along the wing rib thickness direction. Each superstructure array is formed by multiple cells 501 arrayed along the wing chord direction. Each cell 501 includes an asymmetric star-shaped mother cell 502 and an asymmetric star-shaped daughter cell 503. The asymmetric star-shaped daughter cell 503 is embedded inside the asymmetric star-shaped mother cell 502. The center of the asymmetric star-shaped daughter cell 503 coincides with that of the asymmetric star-shaped mother cell 502. The long side of each apex of the asymmetric star-shaped daughter cell 503 is collinear with the short side of the corresponding apex of the asymmetric star-shaped mother cell 502. Since the mother cell and daughter cell are different in size, the stiffness of the mother cell is greater than that of the daughter cell. Through the differentiated design of structural parameters (wall thickness, angle), the equivalent stiffness of the daughter cell is greater than that of the mother cell, so that the cell 501 has a two-level load-bearing capacity, thereby the cellular superstructure 500 also has a two-level load-bearing capacity.

[0018] like Figure 9 , 10 As shown, when the wing is subjected to a small aerodynamic load along the chord length, the parent cell undergoes elastic bending deformation, while the daughter cells hardly deform. At this point, the honeycomb superstructure 500 is in the first deformation stage, and the stress-strain curve shows the first stress plateau. The honeycomb superstructure 500 mainly provides flexible buffering for the wing, enabling it to bear small loads. As the aerodynamic load continues to increase, the daughter cells buckle and collapse, and the cell walls of the parent cell come into contact with each other and become dense. At this point, the honeycomb superstructure 500 is in the second deformation stage, and the stress-strain curve shows the second stress plateau, with the stress significantly greater than the first stress plateau. While continuously absorbing energy, it provides high stiffness load-bearing capacity, enabling the wing to bear large loads.

[0019] Each asymmetric star-shaped mother cell 502 integrates a triboelectric nanogenerator on its two sidewalls along the chordal direction to sense the load on the mother cell; each asymmetric star-shaped daughter cell 503 integrates a voltage sensor at the connection between its two sidewalls along the wing thickness direction to sense the load on the daughter cell; therefore, each cell can be regarded as a sensing unit of the honeycomb superstructure. When the honeycomb superstructure is in the first deformation stage, all sensing units of the honeycomb superstructure output low-amplitude stable voltage signals, indicating that the overall load on the honeycomb superstructure is small; when the honeycomb superstructure enters the second deformation stage, all sensing units of the honeycomb superstructure output high-amplitude pulsed voltage signals, indicating that the overall load on the honeycomb superstructure is large.

[0020] The working principle and workflow of this invention are as follows: The signal acquisition module collects signals output by all sensing units of each cellular superstructure in real time. The signal processing module identifies and analyzes the signals output by all sensing units of the cellular superstructure and outputs corresponding status signals. When none of the sensing units of each cellular superstructure outputs a signal, it indicates that the load on the wing has not caused significant deformation, and the wing is in a non-compressible state; in this case, the signal processing module outputs a low-load response signal. When all sensing units of each cellular superstructure of the wing output low-amplitude stable voltage signals, it indicates that the wing as a whole is in the first deformation stage, and the overall load is normal; in this case, the signal processing module outputs a safe load signal. When all sensing units of each cellular superstructure located at the front of the wing output high-amplitude pulsed voltage signals... When all sensing units of the various honeycomb superstructures located at the rear of the wing output low-amplitude stable voltage signals, it indicates that the load on the wing has increased but has not exceeded the limit, and the signal processing module outputs a load increase warning signal; when all sensing units of the various honeycomb superstructures located at the front of the wing first output high-amplitude pulse voltage signals, and then all sensing units of the various honeycomb superstructures located at the rear of the wing output high-amplitude pulse voltage signals, it indicates that the wing as a whole has entered the second deformation stage and the load exceeds the limit, and the signal processing module outputs a load over-limit alarm signal; when a local sensing unit of the honeycomb superstructure located at the front or / and rear of the wing outputs a high-amplitude pulse voltage signal, it indicates that the wing has been subjected to a local impact, and the signal processing module outputs a local impact alarm signal.

[0021] The flight control system analyzes and determines the current load state and load type of the wing based on the signals output by the signal processing model, and makes hierarchical control decisions in combination with the flight mission and load state. Under normal flight conditions, the flight control system actively adjusts the wing configuration based on mission requirements, and the signals output by the signal processing module are used to confirm that the deformation is in place and verify the load safety. When subjected to load impact, the signals output by the signal processing module are used for safety warning.

[0022] I. Low-speed takeoff and landing phase During low-speed takeoff or landing, the aircraft requires a large lift coefficient and good low-speed stability. The flight control system controls the servo motors to rotate in the opposite direction, reducing the wing sweep angle to 0° and maximizing the wingspan. During low-speed takeoff and landing, the wing experiences a small load and does not deform significantly. The signal processing module outputs a low-load response signal. Based on the low-load response signal, the flight control system confirms that the aircraft is currently in a normal takeoff and landing phase and controls the wing to maintain the current configuration. If a sudden impact such as crosswinds or runway disturbances causes a sudden increase in load, the signal processing module outputs a load increase warning signal. The flight control system then controls the servo motors to rotate forward, increasing the wing sweep angle to 5°–10°, and the outer wing ribs 400 retract synchronously to reduce the bending moment at the wing root and ensure safe takeoff and landing. If the load continues to increase, the signal processing module outputs a load over-limit alarm signal, and the flight control system controls the servo motors to continue rotating forward, further increasing the wing sweep angle to 10°–20°, and the outer wing ribs 400 retract further. Once the sudden impact is eliminated or the load on the wing is within a safe range, the signal processing module outputs a low-load response signal, and the flight control system controls the servo motors to rotate in the opposite direction, reducing the wing sweep angle to 0° and reaching its maximum span until takeoff and landing are completed.

[0023] II. Medium-speed cruising phase During the medium-speed cruise phase, as the aircraft's speed increases, the flight control system controls the servo motors to rotate forward to balance lift and drag reduction requirements, increasing the wing sweep angle to 20° and shortening the wingspan to a medium length. During the medium-speed cruise phase, the wing is subjected to a certain load but is in the first deformation stage as a whole, and the signal processing module outputs a safety load signal. Based on this safety load signal, the flight control system confirms that the aircraft is currently in the normal medium-speed cruise phase and then controls the wing to maintain the current configuration. If an impact load is encountered, the signal processing module outputs a load increase warning signal, and the flight control system controls the servo motors to continue rotating in the forward direction, increasing the wing sweep angle to 25°–30° and simultaneously reducing the wingspan. If the load continues to increase, the signal processing module outputs a load over-limit alarm signal, and the flight control system continues to control the servo motors to rotate in the forward direction, increasing the wing sweep angle to 30°–40° and further reducing the wingspan. This adjusts the configuration to reduce the load on the wing, bringing the load back to a safe range. Subsequently, the signal processing module outputs a safe load signal, and the flight control system controls the servo motors to rotate in the reverse direction, increasing the wing sweep angle to 20° and shortening the wingspan to a medium length.

[0024] III. High-speed flight phase During high-speed flight, it is necessary to reduce shock wave drag and structural load. The flight control system controls the servo motors to rotate forward, increasing the wing sweep angle to 40° and minimizing the wingspan. While the wing experiences some load, it remains in the first deformation stage, and the signal processing module outputs a safety load signal. Based on this signal, the flight control system confirms the aircraft is in high-speed flight and maintains the wing's current configuration. If a sudden impact occurs, the signal processing module outputs a local impact warning signal. Global flight intervention is then implemented by reducing engine thrust, flight speed, and adjusting the flight path to reduce aerodynamic loads on the wing. This, combined with the passive energy absorption function of the honeycomb superstructure, ensures safety during high-speed flight.

[0025] Any aspects not covered in this invention are applicable to existing technologies.

Claims

1. A variant wing with graded load-bearing and state-aware functions, comprising a fuselage fixed base, a variable-span sweep synchronous drive mechanism, inner wing ribs, and outer wing ribs; characterized in that, The variable span sweep synchronous drive mechanism is connected to the fuselage fixed base, the inner wing rib and the outer wing rib. The outer wing rib is nested in the inner wing rib and can slide relative to the inner wing rib along the wing span direction. The variable span sweep synchronous drive mechanism realizes synchronous variable sweep angle and span. The outer wing ribs include multiple ribs, each of which has a honeycomb superstructure at the front and rear. The honeycomb superstructure is composed of multiple superstructure arrays stacked in layers along the thickness direction of the wing ribs. Each superstructure array is composed of multiple cells arranged along the chord length direction of the wing. Each cell includes an asymmetric star-shaped mother cell and an asymmetric star-shaped daughter cell. The asymmetric star-shaped daughter cells are embedded inside the asymmetric star-shaped mother cell. The centers of the asymmetric star-shaped daughter cells and the asymmetric star-shaped mother cells coincide. The long side of each apex of the asymmetric star-shaped daughter cell is collinear with the short side of the corresponding apex of the asymmetric star-shaped mother cell. Each cell is regarded as a sensing unit. When the wing is subjected to a load along the chord length direction, causing the asymmetric star-shaped mother cells to undergo elastic bending deformation, all sensing units of the honeycomb superstructure output a low-amplitude stable voltage signal. When the wing is subjected to a load along the chord length direction, causing the asymmetric star-shaped mother cells to densify and the asymmetric star-shaped daughter cells to buckle and collapse, all sensing units of the honeycomb superstructure output a high-amplitude pulsed voltage signal.

2. The variant wing with graded load-bearing and state-aware functions according to claim 1, characterized in that, The variable extension sweep synchronous drive mechanism includes a double-headed ball screw, a servo motor, a front slider, a rear slider, a screw base, a main pivot, a sweep drive link, a first extension drive link, a second extension drive link, and a third extension drive link. The servo motor and lead screw base are mounted on the fuselage fixed base. The double-ended ball screw is parallel to the wing chord direction, with one end passing through the lead screw base and connected to the output end of the servo motor. The other end of the double-ended ball screw is rotatably connected to the other end of the lead screw base. The front slider and the rear slider are slidably connected to the front and rear of the double-ended ball screw, respectively. The main pivot is vertically fixed to the front of the fuselage fixed base. The front of the inner wing rib is rotatably connected to the main pivot. One end of the sweep-back drive linkage is hinged to the front slider, and the other end is hinged to the rear of the inner wing rib. One end of the first extended drive link is hinged to the rear slider. The first extended drive link intersects with the middle of the swept drive link. The other end of the first extended drive link is hinged to one end of the second extended drive link. The other end of the second extended drive link passes through the inner wing rib and is hinged to one end of the third extended drive link. The middle of the second extended drive link is rotatably connected to a pin inside the inner wing rib. The other end of the third extended drive link is hinged to the rear of the outer wing rib.

3. The variant wing with graded load-bearing and state-aware functions according to claim 1 or 2, characterized in that, When all sensing units of each honeycomb superstructure of the wing do not output signals, it indicates that the wing is in an uncompressed state; when all sensing units of each honeycomb superstructure of the wing output low-amplitude stable voltage signals, it indicates that the load on the wing is normal. When all sensing units of the various honeycomb superstructures located at the front of the wing output high-amplitude pulsed voltage signals, and all sensing units of the various honeycomb superstructures located at the rear of the wing output low-amplitude stable voltage signals, it indicates that the load on the wing has increased but has not exceeded the limit; when all sensing units of the various honeycomb superstructures located at the front of the wing output high-amplitude pulsed voltage signals first, and all sensing units of the various honeycomb superstructures located at the rear of the wing output high-amplitude pulsed voltage signals later, it indicates that the load on the wing has exceeded the limit. When a local sensing unit in the cellular superstructure located at the front or / and rear of the wing outputs a high-amplitude pulsed voltage signal, it indicates that the wing has been subjected to a local impact.

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