Driving-sensing integrated variable wing

Abstract

The application discloses a drive-sensing integrated variable wing and relates to the field of aircrafts, which comprises a fixed section and a movable section connected by a hinge; a shape memory alloy driver is connected with an output connecting rod at one end, and the end of the output connecting rod is connected with the lower surface of the movable section; a temperature control assembly can adjust the shape memory alloy driver to a set temperature; a cooperative control unit can collect the resistance value of the shape memory alloy driver in real time at different temperatures, calculate the real-time back sweep angle of the wing after the movable section rotates based on the resistance value, control the working process of the temperature control assembly based on flight state parameters, and correct the heating power, heating time length and cooling intensity online based on the response delay of the back sweep angle, adjustment time, stability time, overshoot, steady-state error and unit energy consumption adjustment efficiency and other indexes. The application does not need to detect the posture by using an independent external angular displacement sensor, realizes the integration of driving and sensing, and improves the rapidity, stability and low energy consumption characteristics of the back sweep angle adjustment of the variable wing.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to a variable wing that integrates drive and sensing. Background Technology

[0002] The demand for dynamic optimization of aerodynamic shape is becoming increasingly prominent for aircraft under different flight conditions (takeoff, subsonic cruise, transonic, and supersonic maneuvers). As a core aerodynamic parameter, the wing sweep angle of fixed-wing aircraft directly determines the lift-to-drag ratio, shock wave drag, and flight stability. Traditional fixed airfoils cannot simultaneously meet the aerodynamic requirements of low-speed takeoff and landing and high-speed maneuvering. Therefore, variable-wing technology has become a key supporting technology for the next generation of high-performance aircraft.

[0003] Current mainstream variable-sweep wing technology is represented by hydraulically driven variable-sweep wings. The technical solution involves a wing consisting of a fixed section and a movable section connected by a mechanical hinge. A hydraulic pump, high-pressure pipelines, actuating cylinders, gear and linkage transmission mechanisms, external displacement sensors, and a mechanical self-locking mechanism constitute the drive and adjustment system. During operation, the hydraulic system provides power, which, through mechanical transmission, converts the linear motion of the cylinders into rotation of the movable wing section, achieving sweep angle adjustment. An external sensor collects angle signals to form a closed-loop control system, and after adjustment, the mechanical self-locking mechanism locks the attitude.

[0004] In addition, some solutions use a combination of motor and reducer to drive the wing surface, and rely on external sensors and self-locking structures to complete closed-loop control and attitude maintenance.

[0005] The aforementioned traditional hydraulic and mechanically driven variable wing technologies have significant drawbacks in practical applications: high redundancy in the drive system, complex structure, and excessive weight; components such as hydraulic pumps, pipelines, cylinders, gears, and connecting rods significantly increase wing loading, reducing the aircraft's effective payload and endurance; noticeable response lag; limitations imposed by hydraulic fluid drag, mechanical transmission clearance, and reducer precision, making it impossible to meet the real-time attitude adjustment requirements of high-maneuverability flight; limited adjustment capability, supporting only graded fixed sweep angle adjustment, unable to achieve continuous stepless optimization, resulting in a significant decrease in lift-to-drag ratio in the transonic range; poor reliability and environmental adaptability; hydraulic systems are susceptible to oil leakage and freezing of pipelines at high altitudes and low temperatures; mechanical components are prone to wear, resulting in high downtime rates and high maintenance costs; and a lack of global intelligent collaborative control, with wing adjustment independent of subsystems such as the engine and tail, making it easy for airfoil changes to cause lift fluctuations and hindering the achievement of globally dynamic optimal aerodynamic configuration.

[0006] In recent years, smart materials such as shape memory alloys (SMA) have been attempted to be used in aircraft structural actuation due to their shape memory effect, actuation capability and resistance response characteristics. However, most existing SMA variable wings have a single actuation function and still require external sensors to detect attitude, thus failing to achieve integration of actuation and sensing.

[0007] Meanwhile, existing SMA (Swiss dynamic range) wing solutions mostly rely on preset heating power or fixed temperature control thresholds for actuation, lacking online evaluation of sweep angle response efficiency and time processes. This makes it difficult to optimize heating power, heating duration, and cooling process in real time according to different flight conditions, easily leading to problems such as response delay, angle overshoot, long stabilization time, high energy consumption, and poor consistency in repeated adjustments. Against this backdrop, there is an urgent need to design a technical solution that integrates actuation and sensing without requiring external sensors to detect attitude. Summary of the Invention

[0008] The purpose of this invention is to provide a variable wing with integrated drive and sensing to solve the problems existing in the prior art, eliminating the need for external sensors to detect attitude and thus achieving integrated drive and sensing.

[0009] To achieve the above objectives, the present invention provides the following solution: This invention provides a variable wing integrating drive and sensing, comprising: a hinged fixed section and a movable section, the movable section being rotatable about a hinge point; a shape memory alloy actuator disposed within a heat-insulated actuator compartment of the fixed section, with one end of the shape memory alloy actuator fixed and the other end movably connected to an output link, the end of the output link being connected to the lower wing surface of the movable section; a temperature control component disposed on the surface of the shape memory alloy actuator, capable of adjusting the shape memory alloy actuator to a set temperature to cause the shape memory alloy actuator to undergo phase change expansion and contraction, and driving the movable section around the hinge point via the output link. The system includes a synchronous rotation setting angle and a collaborative control unit, which can collect the resistance value of the shape memory alloy actuator at different temperatures in real time and calculate the real-time sweep angle of the wing after the active segment rotates based on the resistance value. The collaborative control unit can also adjust the working process of the temperature control component based on flight state parameters so that the sweep angle changes to conform to the current flight state. Furthermore, the collaborative control unit can also perform online correction of the heating power, heating time, and cooling intensity of the temperature control component based on the sweep angle response delay, adjustment time, stabilization time, steady-state error, overshoot, and unit energy consumption adjustment efficiency.

[0010] Shape memory alloys (SMAs) are smart materials that exhibit shape memory effects, introducing a phase transition characteristic temperature variable (Ti). L (Martensite → Austenite phase transformation initiation temperature), (T) S (The temperature at which the austenite shape is fully restored) defines the phase transformation temperature difference (ΔT = T). S -T L When the heating temperature (T>T) L When (T>T), the SMA begins to undergo a solid-state transition. SIt completes the full phase transition and reaches the maximum shape recovery during the heating phase transition. After the phase transition, it recovers the preset memory shape and generates recovery stress. Moreover, the resistivity changes deterministically with phase state, strain and temperature, and it has both driving and sensing characteristics.

[0011] Simultaneously, a quantitative formula for SMA axial phase transformation deformation is established: In the formula: L0 is the initial gauge length of the shape memory alloy rod. ΔL represents the maximum recoverable phase transformation strain of the material, and ΔL represents the real-time phase transformation stretching deformation. And construct the resistance-temperature-strain coupled sensing formula: In the formula: R0 is the reference resistance at room temperature, a is the temperature coefficient of resistance, and k is the reference resistance. ε ε is the strain resistance coefficient, and ε is the axial strain generated by the phase transition. Based on this formula, temperature, strain and wing sweep angle can be accurately calculated from the real-time resistance value.

[0012] In one embodiment, the shape memory alloy actuator includes a shape memory alloy rod, one end of which is fixedly connected to a drive chamber mounting base, which is fixedly disposed inside the heat-insulated drive chamber; the first end of the output linkage passes through the heat-insulated drive chamber and is hinged to the end of the shape memory alloy rod away from the drive chamber mounting base.

[0013] In one embodiment, a distributed fiber Bragg grating sensor is provided on one side of the shape memory alloy actuator. The distributed fiber Bragg grating sensor is communicatively connected to the collaborative control unit and is able to collect temperature and strain data of the shape memory alloy actuator and transmit the collected data to the collaborative control unit.

[0014] In one embodiment, the shape memory alloy rod is a nickel-titanium-niobium shape memory alloy rod; the nickel-titanium-niobium shape memory alloy rod has a wide phase transformation hysteresis characteristic, which can stably maintain the adjusted wing attitude under continuous aerodynamic load.

[0015] In one embodiment, the temperature control component includes a cooler and an annular heating ring disposed on the surface of the shape memory alloy driver.

[0016] In one embodiment, the sweep angle is adjustable from 15° to 50°.

[0017] In one embodiment, one side of the fixed section is fixedly connected to the fuselage of the aircraft, and the fixed section is provided with the heat-insulated actuator compartment for arranging the shape memory alloy actuator to isolate aerodynamic heat.

[0018] In one embodiment, the movable segment is covered with a carbon fiber composite skin.

[0019] In one embodiment, the joint between the fixed segment and the movable segment is covered with a flexible skin made of polyetheretherketone (PEEK) material.

[0020] In one embodiment, the cooperative control unit can receive flight status parameters in real time, and calculate the current optimal airfoil combination parameters based on the built-in aerodynamic optimization model, with the entire process taking T... L T S Closed-loop temperature control is implemented for the temperature threshold. The heating power is iteratively corrected in real time based on the phase transformation deformation formula, and differentiated heating power and heating duration control commands are issued to the temperature control component to adjust to the current optimal airfoil combination parameters. During the adjustment process, the heating parameters can be dynamically corrected based on the real-time feedback parameter angle values. During the adjustment process, the collaborative control unit can dynamically correct the thermal control parameters based on the real-time feedback sweep angle values, and perform online correction of heating power, heating duration, and cooling intensity based on response delay, adjustment time, stabilization time, steady-state error, overshoot, and unit energy consumption adjustment efficiency.

[0021] The collaborative control unit can also evaluate the response efficiency and time indicators online during the sweep angle adjustment process, and adaptively correct the control parameters of the temperature control component based on the evaluation results.

[0022] In one embodiment, the collaborative control unit further includes a response efficiency evaluation module and a thermal control parameter online correction module. The response efficiency evaluation module can acquire, in real time during the sweep angle adjustment process, the target sweep angle, the actual sweep angle, the shape memory alloy actuator resistance change data, the heating power, the heating time, and the cooling time, and calculate the sweep angle response delay, adjustment time, settling time, steady-state error, overshoot, and unit energy consumption adjustment efficiency. The thermal control parameter online correction module can correct the heating power, heating time, and cooling intensity output by the thermal control parameter decision module online based on the calculation results of the response efficiency evaluation module, so as to improve the sweep angle adjustment response speed and adjustment accuracy.

[0023] In one embodiment, the cooperative control unit divides the control process of the temperature control component into a rapid response phase, a fine approximation phase, and a stable holding phase based on the target change in the sweep angle and the current flight state parameters. In the rapid response phase, a higher heating power is used to enable the shape memory alloy actuator to quickly enter the phase transition range. In the fine approximation phase, the heating power is reduced and overshoot is suppressed in combination with real-time sweep angle feedback. In the stable holding phase, low-power compensation or heating is performed based on resistance feedback and angle error to achieve low-energy attitude holding.

[0024] The present invention also provides an aircraft, including a fuselage, on both sides of which are symmetrically provided two variable wings that integrate drive and sensing as described above.

[0025] The present invention achieves the following technical effects compared to the prior art: This invention employs shape memory alloy actuators as the power unit. The resistivity of these actuators exhibits a deterministic functional relationship with phase state, strain, and temperature. By collecting real-time resistance changes of all shape memory alloy actuators at various points and surfaces, the real-time strain state of each actuator can be deduced. Combined with a pre-calibrated resistance-strain-deflection angle relationship model, the actual sweep angle of the wing is calculated, achieving synchronous parameter sensing and completely replacing traditional external angular displacement sensors. This eliminates redundant components such as external sensors and hydraulic pressure-holding circuits, significantly reducing the number of drive system parts, structural complexity, and weight compared to traditional hydraulic drives and non-integrated SMA drives. SMA drives eliminate fluid resistance and mechanical transmission lag, offering fast adjustment response and eliminating the need for self-locking and unlocking steps, further shortening the adjustment process.

[0026] This invention eliminates the hydraulic system, thus eliminating the risks of oil leakage and pipeline freezing. The shape memory alloy actuator has no mechanical contact wear problems and has a long cycle life. It eliminates the need for frequent hydraulic oil replacement, external sensor calibration, and maintenance of mechanical self-locking components, significantly reducing maintenance costs and downtime rates.

[0027] This invention utilizes a temperature control component to regulate the temperature of a shape memory alloy actuator, enabling the actuator to continuously expand and contract. This, in turn, drives the connected movable segment to oscillate back and forth around the hinge point, achieving precise, continuous, and stepless adjustment of the sweep angle. It can dynamically optimize the aerodynamic layout based on real-time flight speed, altitude, and load parameters, effectively improving the lift-to-drag ratio of the aircraft under transonic and supersonic conditions, and overcoming the aerodynamic adaptation deficiencies of traditional step-by-step adjustments. The shape memory alloy actuator only requires electrical heating during the adjustment phase, consuming significantly less energy than a hydraulic pump operating continuously.

[0028] This invention further evaluates the sweep angle response delay, settling time, settling time, steady-state error, overshoot, and unit energy consumption adjustment efficiency in real time through a response efficiency evaluation module. Based on the evaluation results, it optimizes the heating power, heating duration, and cooling intensity of the temperature control component online. This avoids the problems of slow response, large overshoot, high energy consumption, and poor consistency of repeated adjustments caused by traditional SMA drive schemes that rely solely on fixed heating parameters. This enables the variable wing to achieve fast, accurate, and low-energy sweep angle adjustment under different flight conditions. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the shape memory alloy actuator structure in one or more embodiments of the present invention; Figure 2 This is a schematic diagram of a variable wing structure integrating drive and sensing in one or more embodiments of the present invention. Figure 3 This is a schematic diagram of the closed-loop adjustment process of the variable wing sweep angle in one or more embodiments of the present invention. Figure 4 This is a block diagram of the collaborative control unit structure in one or more embodiments of the present invention.

[0031] In the figure: 1-shape memory alloy rod, 2-distributed fiber optic grating sensor, 3-temperature control component, 4-drive cabin fixed base, 5-output linkage, 6-fixed section, 7-moving section, 8-hinge shaft, 9-flexible skin. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] The purpose of this invention is to provide a variable wing with integrated drive and sensing to solve the problems existing in the prior art, eliminating the need for external sensors to detect attitude and thus achieving integrated drive and sensing.

[0034] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0035] Existing variable-wing drive systems are complex, heavy, and slow to respond. Hydraulic drives require redundant components such as hydraulic pumps, pipelines, and cylinders, while mechanical transmissions incorporate rigid structures like gears and linkages, significantly increasing the wing's structural complexity and redundant weight. To address this issue, this invention provides a variable-wing system integrating drive and sensing. (Refer to...) Figures 1-4As shown, the device includes a shape memory alloy actuator, a temperature control component 3, a collaborative control unit, and a hinged fixed section 6 and a movable section 7. The movable section 7 can rotate around the hinge point. The shape memory alloy actuator is located inside the heat-insulated actuator compartment of the fixed section 6, with one end fixed and the other end movably connected to an output link 5. The end of the output link 5 is connected to the lower wing surface of the movable section 7. The temperature control component 3 is located on the surface of the shape memory alloy actuator and can adjust the shape memory alloy actuator to a set temperature, causing the shape memory alloy actuator to undergo phase change and expand. The output link 5 then drives the movable section 7 to rotate synchronously around the hinge point by a set angle. The collaborative control unit can collect the resistance value of the shape memory alloy actuator at different temperatures in real time and calculate the real-time sweep angle of the wing after the movable section 7 rotates based on this resistance value. Furthermore, the collaborative control unit can adjust the operation of the temperature control component 3 based on flight state parameters to adjust the sweep angle to match the current flight state. This invention utilizes a shape memory alloy actuator as a power unit, resulting in a simple structure. With its small weight and deterministic functional relationship between resistivity and phase state, strain, and temperature, the shape memory alloy actuators (SMAs) can be used to collect resistance changes of all SMAs in real time by segmenting and collecting data at various points. This allows for the deduction of the real-time strain state of each SMA. Combined with a pre-calibrated resistance-strain-deflection angle model, the actual sweep angle of the wing can be calculated, achieving synchronous parameter sensing. This completely replaces traditional external angular displacement sensors, eliminating redundant components such as external sensors and hydraulic pressure-holding circuits. The number of drive system components is significantly reduced, structural complexity is significantly lowered, and weight is significantly reduced compared to traditional hydraulic drives and non-integrated SMA drives. SMA drives eliminate fluid resistance and mechanical transmission lag, resulting in fast adjustment response and no additional self-locking or unlocking steps, further shortening the adjustment process. The integrated drive-sensing refers to the fact that a single SMA actuator element in this invention simultaneously performs both drive and sensing functions. By inferring the strain state from the resistivity changes of the SMA actuators, the wing deflection angle can be calculated, eliminating the need for external sensors.

[0036] In one embodiment, such as Figure 1 and Figure 2 As shown, the shape memory alloy actuator includes a shape memory alloy rod 1. Shape memory alloy is a smart material with a shape memory effect. When heated above the austenitic phase transformation end temperature, it transforms from martensite to austenite, recovering its preset memory shape and generating recovery stress. Its resistivity exhibits deterministic changes with phase state, strain, and temperature, combining actuation and sensing characteristics. The austenitic phase transformation end temperature is the critical temperature at which the SMA material completely transforms from martensite to austenite. Above this temperature, the shape memory alloy rod 1 will shrink and deform, generating recovery stress. High-precision circuitry is used to sample the resistance changes of all shape memory alloy rods 1 in real time, dividing them into facets and points, to deduce the real-time strain state of each rod 1. The characteristic temperature variable of the shape memory alloy phase transformation (T) is introduced.L (Martensite → Austenite phase transformation initiation temperature), (T) S (The temperature at which the austenite shape is fully restored) defines the phase transformation temperature difference (ΔT = T). S -T L When the heating temperature (T>T) L When (T>T), the SMA begins to undergo a solid-state transition. S It completes the full phase transition and reaches the maximum shape recovery during the heating phase transition. After the phase transition, it recovers the preset memory shape and generates recovery stress. Moreover, the resistivity changes deterministically with phase state, strain and temperature, and it has both driving and sensing characteristics.

[0037] Simultaneously, a quantitative formula for SMA axial phase transformation deformation is established: In the formula: L0 is the initial gauge length of the shape memory alloy rod. ΔL represents the maximum recoverable phase transformation strain of the material, and ΔL represents the real-time phase transformation stretching deformation. And construct the resistance-temperature-strain coupled sensing formula: In the formula: R0 is the reference resistance at room temperature, a is the temperature coefficient of resistance, and k is the reference resistance. ε ε is the strain resistance coefficient, and ε is the axial strain generated by the phase transition. Based on this formula, temperature, strain and wing sweep angle can be accurately calculated from the real-time resistance value.

[0038] Combining a pre-calibrated resistance-strain-deflection angle relationship model (a mature existing technology, which will not be elaborated upon), the actual sweep angle of the wing is calculated, achieving synchronous parameter sensing and completely replacing traditional external angular displacement sensors. One end of the shape memory alloy rod 1 is fixedly connected to the drive nacelle mounting base 4, which is fixedly located inside the heat-insulated drive nacelle. The output connecting rod 5 extends through the heat-insulated drive nacelle and is hinged to the end of the shape memory alloy rod 1 furthest from the drive nacelle mounting base 4. An annular heating ring precisely controls the heating temperature of the shape memory alloy rod 1 to T. S >T>T L Within the specified range, the phase transformation shrinkage ΔL of the shape memory alloy rod 1 can be linearly changed by adjusting the real-time temperature T. This phase transformation shrinkage generates restoring stress, which is transmitted through the output link 5 and converted into a torque driving the movable segment 7 to rotate around the hinge axis 8, achieving continuous stepless fine adjustment of the sweep angle from 15° to 50°. In this embodiment, the shape memory alloy rod 1 is a pre-stretched nickel-titanium-niobium shape memory alloy rod. Due to the wide phase transformation hysteresis characteristics of nickel-titanium-niobium shape memory alloy materials, even when the temperature drops to an ambient temperature far below the phase transformation point, it can withstand the changes. Figure 2The shape memory alloy rods in the middle still stably maintain the austenitic phase. With its own high stiffness characteristics, it achieves shape memory locking. Without the need for additional mechanical self-locking or hydraulic pressure holding devices, it can stably maintain the wing parameters and attitude under continuous aerodynamic loads.

[0039] In this embodiment, the shape memory alloy rod 1 is symmetrically arranged in the heat-insulated drive bay of the fixed section 6 of the wing. The connection point with the movable section 7 is located in the middle and rear part of the wing span, ensuring uniform transmission of driving torque and avoiding local stress concentration on the wing surface. One end of the shape memory alloy rod 1 is rigidly connected to the drive bay mounting base 4 by a high-strength bolt, and the other end is hinged to the output link 5 made of aluminum alloy by a self-lubricating spherical bearing. The output link 5 is rigidly connected to the lower wing surface of the movable section 7, forming a complete power transmission link. The output link 5 can be a long rod structure coaxial with the shape memory alloy rod 1, directly extending and retracting to drive the movable segment 7 to reciprocate and swing; or it can be a split structure, for example, the output link 5 can include a first link and a second link. One end of the first link is connected to the shape memory alloy rod 1, and the other end is connected to the hinge shaft 8 that connects the fixed segment 6 and the movable segment 7. The hinge shaft 8 is rotatably mounted on the fixed segment 6, and the hinge shaft 8 is connected to the movable segment 7 through the second link. The shape memory alloy rod 1 drives the first link to extend and retract, thereby driving the hinge shaft 8 to rotate. The hinge shaft 8 drives the movable segment 7 to rotate around the hinge point through the second link, thereby realizing the adjustment of the wing's sweep angle.

[0040] In one embodiment, a distributed fiber Bragg grating sensor 2 is provided on one side of the shape memory alloy actuator. The distributed fiber Bragg grating sensor 2 is communicatively connected to the collaborative control unit and can collect temperature and strain data of the shape memory alloy actuator and transmit the collected data to the collaborative control unit. The distributed fiber Bragg grating sensor 2 collects structural strain and temperature data in real time, performs cross-verification and data fusion with the self-sensing signal of the shape memory alloy actuator, corrects the angle deviation in the parameter adjustment process, and constructs a redundant and highly reliable closed-loop feedback control system.

[0041] In one embodiment, the temperature control component 3 includes a cooler and an annular heating ring disposed on the surface of the shape memory alloy actuator. The annular heating ring is an electrically heated structure, which can achieve the heating function by using an internal heating wire structure or an electric heating tape structure. The annular heating ring is electrically connected to the control system inside the aircraft, and uses the power provided by the aircraft to achieve heating within a set temperature range. The annular heating ring heats the shape memory alloy rod 1 to T by applying electricity. S >T>T LWithin the specified range, the phase transformation shrinkage ΔL of the shape memory alloy rod 1 can be linearly changed by adjusting the real-time temperature T. This shrinkage force is transmitted through the output linkage 5 and converted into a torque that drives the movable segment 7 to rotate around the hinge axis 8, thereby achieving continuous stepless adjustment of the sweep angle. In this embodiment, the cooler can be a liquid cooling device using circulating coolant or a fan-based air cooling device. When an air cooling device is used, a heat exchange port communicating with the outside needs to be opened on the heat-insulated actuator bay. The main body of the liquid cooling device is located inside the aircraft. Coolant can circulate between the cooler on the surface of the shape memory alloy actuator and the main body of the liquid cooling device inside the aircraft through pipelines, achieving the cooling function of the shape memory alloy actuator. The cooler can assist the shape memory alloy actuator in rapidly cooling down, enabling reverse adjustment of the sweep angle and improving adjustment flexibility.

[0042] In one embodiment, the fixed section 6 is fixedly connected to the fuselage of the aircraft on one side. The fixed section 6 is made of high-strength titanium alloy and is used as the basic load-bearing structure for connecting with the fuselage. It has a dedicated heat-insulated actuator bay that is precision machined inside to house shape memory alloy actuators and to isolate the aerodynamic heat from the core components. The movable section 7 is made of carbon fiber composite material skin structure, which has both high specific strength and low weight characteristics and is the key part that directly generates aerodynamic force. The hinge shaft 8 that connects the fixed section 6 and the movable section 7 is made of 30CrMnSiA alloy steel. It is a high-strength, low-friction structure that connects the fixed section 6 and the movable section 7 and ensures that the movable section 7 can rotate around the hinge shaft 8 (to adjust the sweep angle). The flexible skin 9 is made of high-performance polyetheretherketone material and covers the joint between the fixed section 6 and the movable section 7. It has excellent fatigue life and wide temperature range adaptability and ensures the continuity and smoothness of the aerodynamic shape during wing deformation. The flexible skin 9, made of nickel-titanium-niobium SMA material and polyetheretherketone (PEEK), exhibits wide temperature adaptability and can operate stably under harsh conditions such as extreme low temperatures and high vibrations, significantly improving its environmental adaptability. A cross-system collaborative control mechanism based on the CAN bus enables real-time linkage between the wing and engine, dynamically compensating for lift fluctuations caused by airfoil changes, achieving global dynamic optimization of the aerodynamic layout, and enhancing the flight stability and controllability of the aircraft under high-maneuverability conditions.

[0043] In one embodiment, the cooperative control unit can receive flight status parameters in real time, calculate the target sweep angle parameters corresponding to the current flight status based on the built-in aerodynamic optimization model, and issue differentiated heating power, heating duration, and cooling intensity control commands to the temperature control component 3 to adjust to the current target sweep angle; and during the adjustment process, it can dynamically correct the thermal control parameters based on the real-time feedback sweep angle value. Simultaneously, the cooperative control unit records the target sweep angle, actual sweep angle, resistance change, heating power, and cooling time during each sweep angle adjustment process, and generates a response efficiency evaluation result based on this, which is used for updating the thermal control parameters in the next control cycle.

[0044] In one embodiment, the collaborative control unit further includes a response efficiency evaluation module. During the sweep angle adjustment process, the response efficiency evaluation module collects the target sweep angle, actual sweep angle, shape memory alloy actuator resistance value, heating power, heating time, and cooling time in real time. Based on the dynamic deviation between the target and actual sweep angles, it calculates the sweep angle response delay, adjustment time, settling time, steady-state error, overshoot, and unit energy consumption adjustment efficiency. Specifically, the response delay characterizes the time required from the start of operation of the temperature control component to a valid change in the wing sweep angle; the adjustment time characterizes the time required for the actual sweep angle to first enter the target error range; the settling time characterizes the time required for the actual sweep angle to remain within the target error range; and the unit energy consumption adjustment efficiency characterizes the amount of sweep angle change achieved per unit energy consumption. The collaborative control unit corrects the heating power, heating time, and cooling intensity online based on these indicators, ensuring that the sweep angle adjustment process balances speed, stability, and low energy consumption.

[0045] The collaborative control unit in this embodiment is based on the cross-system collaborative controller in the prior art. As one of the core units of the aircraft management system, it achieves real-time data interaction with the aircraft's existing engine control unit and other subsystems through a high-speed CAN bus. Regarding the adjustment of the sweep angle parameter, the closed-loop adjustment process for the sweep angle is based on... Figure 3 The modular control relationship of the execution and collaborative control unit is based on Figure 4 Execution enables parameter calculation and command issuance, parameter synchronization adjustment, response efficiency evaluation, online correction, multi-system linkage, and phase-change lock-in. The Controller Area Network (CAN bus) is a mature technology, a serial communication bus that enables high-speed, reliable, and real-time distributed data interaction between various control units of the aircraft, serving as the core data transmission carrier for multi-system collaborative control.

[0046] like Figure 3 As shown, the sweep angle closed-loop adjustment process of the present invention includes: after receiving the sweep angle adjustment command, the collaborative control unit analyzes the target sweep angle and matches the target contraction amount of the shape memory alloy actuator; then, the temperature control component 3 is controlled to heat the shape memory alloy rod 1, causing the shape memory alloy rod 1 to undergo phase change contraction and generate axial tension. The axial tension is converted into rotational torque through the output link 5, driving the movable section 7 to rotate around the hinge axis 8, thereby realizing the wing sweep angle adjustment.

[0047] During the adjustment process, the collaborative control unit uses the resistance self-sensing signal of the shape memory alloy actuator as the basis for calculating the sweep angle. It can also combine the temperature and strain signals collected by the distributed fiber optic grating sensor 2 for temperature compensation and redundancy verification, thereby calculating the current sweep angle in real time and determining whether the current sweep angle has reached the target sweep angle range. When the sweep angle reaches the target range, the phase transition locking characteristics of the shape memory alloy material and the aerodynamic balance effect are used to maintain the stability of the sweep angle. Furthermore, the engine thrust is finely adjusted through cross-system collaborative control to compensate for the aerodynamic changes caused by the change in wing sweep angle.

[0048] When the sweep angle does not reach the target range, the collaborative control unit dynamically corrects the heating power parameters based on the error between the target sweep angle and the actual sweep angle. It then continues iterative adjustment according to the corrected heating power, heating time, and cooling intensity until the sweep angle reaches the target range. During this iterative adjustment process, the collaborative control unit can perform online corrections to the thermal control parameters based on indicators such as response delay, adjustment time, settling time, steady-state error, overshoot, and unit energy consumption adjustment efficiency. The adjustment process is divided into a rapid response stage, a fine approximation stage, and a stable holding stage to balance the speed, stability, adjustment accuracy, and low energy consumption characteristics of the sweep angle adjustment.

[0049] like Figure 4 As shown, the collaborative control unit includes an aerodynamic optimization model, a target sweep angle generation module, a thermal control parameter decision module, a sweep angle calculation module, a response efficiency evaluation module, and a thermal control parameter online correction module. After the flight state parameters are input into the aerodynamic optimization model, the aerodynamic optimization model calculates the appropriate target sweep angle under the current flight conditions and generates the sweep angle adjustment target through the target sweep angle generation module; the thermal control parameter decision module generates heating power, heating duration, and cooling intensity control commands for the temperature control component 3 based on the target sweep angle, the current sweep angle, and the state of the shape memory alloy actuator.

[0050] The temperature control component 3 acts on the shape memory alloy actuator, causing it to undergo phase change expansion and contraction, thus driving the rotation of the wing's movable segment 7. Simultaneously, the sweep angle calculation module receives the resistance signal from the shape memory alloy actuator and, in conjunction with the temperature and strain signals collected by the distributed fiber optic grating sensor 2, performs temperature compensation and redundancy verification to calculate the actual sweep angle of the wing's movable segment 7 in real time. The response efficiency evaluation module calculates the response delay, settling time, settling time, steady-state error, overshoot, and unit energy consumption regulation efficiency based on the target sweep angle, actual sweep angle, heating power, heating time, cooling time, and resistance change data. The online thermal control parameter correction module, based on the above evaluation results, corrects the heating power, heating time, and cooling intensity output by the thermal control parameter decision module online, thereby forming a closed-loop adaptive control for sweep angle adjustment.

[0051] This invention also provides an aircraft, including a fuselage, with two symmetrically arranged, as described above, integrated drive-sensor variable wings on both sides of the fuselage. During flight, in the initial state, the wings maintain a reference sweep angle, and the cooperative control unit collects flight state parameters in real time via a CAN bus, continuously monitoring the matching degree between aerodynamic performance and flight state; when the flight state changes or high-maneuverability maneuvers such as rapid turns or climbs are required, the cooperative control unit initiates a cooperative adjustment process for the wing sweep angle parameters, according to... Figure 3 After the closed-loop process shown is completed, the sweep angle is iteratively adjusted, and according to... Figure 4 The modular control relationship shown completes the online correction of thermal control parameters; during the adjustment process, the engine thrust is synchronously coordinated and the lift fluctuation is compensated in real time to ensure the flight stability of the aircraft; after the sweep angle reaches the target, all heating operations are stopped, and the shape memory alloy rod 1 maintains the wing attitude through shape memory locking, thus completing the entire adjustment process.

[0052] In addition to the above adjustment schemes, in other embodiments, the shape memory alloy actuator can also be used in conjunction with other auxiliary drive mechanisms to adapt to the sweep angle adjustment requirements of different load levels or different aircraft platforms.

[0053] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A variable-speed wing integrating drive and sensing, characterized in that: include: The hinged fixed section and movable section, wherein the movable section is rotatable about the hinge point; A shape memory alloy actuator is located in the heat-insulated actuator compartment of the fixed section, and one end of the shape memory alloy actuator is fixed, while the other end is movably connected to an output link. The end of the output link is connected to the lower wing surface of the movable section. A temperature control component is provided on the surface of the shape memory alloy actuator, which can adjust the shape memory alloy actuator to a set temperature so that the shape memory alloy actuator can undergo phase change and expand and contract, and drive the movable segment to rotate synchronously around the hinge point by a set angle through the output linkage. as well as The collaborative control unit can acquire the resistance value of the shape memory alloy actuator at different temperatures in real time, and calculate the real-time sweep angle of the wing after the active segment rotates based on the resistance value; the collaborative control unit can also adjust the working process of the temperature control component based on flight state parameters so that the sweep angle changes to conform to the current flight state; the collaborative control unit can also correct the heating power, heating time and cooling intensity of the temperature control component online based on sweep angle response delay, adjustment time, stabilization time, steady-state error, overshoot and unit energy consumption adjustment efficiency.

2. The variable wing integrating drive and sensing according to claim 1, characterized in that: The shape memory alloy actuator includes a shape memory alloy rod, one end of which is fixedly connected to the drive compartment mounting base, which is fixedly disposed inside the heat-insulated drive compartment; the first end of the output linkage passes through the heat-insulated drive compartment and is hinged to the end of the shape memory alloy rod away from the drive compartment mounting base.

3. The variable wing integrating drive and sensing according to claim 1, characterized in that: A distributed fiber Bragg grating sensor is provided on one side of the shape memory alloy actuator. The distributed fiber Bragg grating sensor is communicatively connected to the collaborative control unit and can collect temperature and strain data of the shape memory alloy actuator and transmit the collected data to the collaborative control unit.

4. The variable wing integrating drive and sensing according to claim 2, characterized in that: The shape memory alloy rod is a nickel-titanium-niobium shape memory alloy rod; the nickel-titanium-niobium shape memory alloy rod has a wide phase transformation hysteresis characteristic, which can stably maintain the adjusted wing attitude under continuous aerodynamic load.

5. The variable wing integrating drive and sensing according to claim 1, characterized in that: The temperature control component includes a cooler and an annular heating ring disposed on the surface of the shape memory alloy driver.

6. The variable wing integrating drive and sensing according to claim 1, characterized in that: The sweep angle can be adjusted from 15° to 50°.

7. The variable wing integrating drive and sensing according to claim 1, characterized in that: One side of the fixed section is fixedly connected to the fuselage of the aircraft. The fixed section contains the heat-insulated actuator compartment for arranging the shape memory alloy actuator to isolate aerodynamic heat. The movable section is covered with a carbon fiber composite skin. The joint between the fixed section and the movable section is covered with a flexible skin made of polyetheretherketone (PEEK).

8. The variable wing integrating drive and sensing according to claim 1, characterized in that: The cooperative control unit can receive flight status parameters in real time and calculate the target sweep angle parameters corresponding to the current flight status based on the built-in aerodynamic optimization model. The entire process is carried out at T... L T S Closed-loop temperature control is implemented for the temperature threshold, and the heating power is iteratively corrected in real time based on the phase transformation deformation formula. Differentiated control commands for heating power, heating duration, and cooling intensity are issued to the temperature control component. During the adjustment process, the collaborative control unit can dynamically correct the thermal control parameters based on the real-time feedback sweep angle value, and make online corrections to the heating power, heating duration, and cooling intensity based on response delay, adjustment time, stabilization time, steady-state error, overshoot, and unit energy consumption adjustment efficiency.

9. The variable wing with integrated drive and sensing according to claim 8, characterized in that: The collaborative control unit further includes a response efficiency evaluation module and a thermal control parameter online correction module. The response efficiency evaluation module can acquire the target sweep angle, actual sweep angle, shape memory alloy actuator resistance change data, heating power, heating time, and cooling time in real time during the sweep angle adjustment process, and calculate the sweep angle response delay, adjustment time, settling time, steady-state error, overshoot, and unit energy consumption adjustment efficiency. The thermal control parameter online correction module can correct the heating power, heating time, and cooling intensity output by the thermal control parameter decision module online based on the calculation results of the response efficiency evaluation module, so as to improve the sweep angle adjustment response speed and adjustment accuracy.

10. The variable wing integrating drive and sensing according to claim 9, characterized in that: The cooperative control unit divides the control process of the temperature control component into a rapid response phase, a fine approximation phase, and a stable holding phase based on the target change in the sweep angle and the current flight state parameters. In the rapid response phase, a higher heating power is used to enable the shape memory alloy actuator to quickly enter the phase transition range. In the fine approximation phase, the heating power is reduced and overshoot is suppressed in combination with real-time sweep angle feedback. In the stable holding phase, low-power compensation or heating is performed based on resistance feedback and angle error to achieve low-energy attitude holding.

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