The object of the invention is a mechanism for the movement of a wing of an aircraft, specifically an unmanned aircraft, which is used in aviation.

For example, from a patent description of CN106428550A, an unmanned aircraft is known with movable wings that can perform a rotational movement about their own axis, which leads to a change in the angle of attack. The wings are equipped with engines. After rotating the wings about their axis by a right angle, a vertical take-off of such an aircraft is possible.

In turn, another Chinese patent description CN109018296A discloses an arrangement for attaching wings to the tail of an unmanned aircraft. This description discloses a solution in which the wings are attached to the body via an articulated joint with one degree of freedom. This combination allows the wings to rotate about axes parallel to the longitudinal axis of the aircraft. In this arrangement, the wing movement drive is carried by a control stick system.

A similar structure providing for rotation of the wings about axes parallel to the longitudinal axis of the aircraft is disclosed in description JP2015189438A. The purpose of the invention is to develop an aircraft wing movement mechanism in the form of an effective and simple power transmission unit, enabling upward and forward movement of the entire aircraft.

The invention concerns a mechanism for movement of an aircraft wing, in particular an unmanned aircraft, the wing of which is attached to the fuselage of the aircraft at a single point which is fixed relative to the fuselage, with the possibility of movement of the wing relative to the fuselage. The essence of the invention lies in the fact that the mechanism comprises an articulated assembly having two degrees of freedom, and through which this articulated assembly the wing is connected to the fuselage, providing rotation of the wing about an axis parallel to the longitudinal axis of the aircraft and about a longitudinal axis of the wing representing an axis of rotation. Furthermore, the mechanism includes a coupler rigidly attached to the wing, equipped with an articulated joint that constitutes a connection point with the drive unit, this connection point being located outside the axis of rotation of the wing. Moreover, the mechanism includes limiters for the rotation of the wing about its own axis.

The fact that the coupler is rigidly attached to the wing means that the coupler may be attached directly to the wing blade, or alternatively, to another part of the wing which is rigidly attached to the wing blade.

The articulation assembly connecting the wing to the fuselage may be embedded in the fuselage of the aircraft, or alternatively on a jib outside the fuselage. In a preferred embodiment, the axis of rotation of the wing is positioned such that the part of the wing blade directed away from the axis of rotation towards the front of the aircraft has a smaller area than the part of the wing blade directed away from the axis of rotation towards the rear of the aircraft.

It is further desirable that the joining point is located between the axis of rotation of the wing and the front of the aircraft. Optionally, the joining point may be located between the axis of rotation of the wing and the rear of the aircraft.

Preferably, the articulated joint, preferably in the form of a spatial articulated joint, constituting the connection point of the link with the drive unit, is connected to this drive unit via an intermediate coupler and a second articulated joint, preferably a spatial articulated joint.

In such an embodiment, the drive unit preferably comprises a crank member driven by an internal combustion engine or electric motor.

In another embodiment, the drive unit includes an actuator.

In the most preferred desired embodiment of the invention, the limiters for the rotation of the wing about its axis are positioned in a variable position.

The wing movement mechanism of an aircraft, in particular an unmanned aircraft, allows for simple and effective maneuvering of the aircraft wing Aircraft of small size with wings equipped with such mechanisms can take off and land vertically, while in flight they can immobilize the wings and operate like traditional aircraft with propeller or jet propulsion. The mechanism according to the invention provides the ability to rotate the wing relative to the fuselage about an axis parallel to the longitudinal axis of the fuselage, and the ability to rotate the wing about its own axis relative to the fuselage of the aircraft using only one source of propulsion. Specifically, the drive unit moves the end of the link rigidly attached to the wing up-down, thereby causing the wing to rotate about its axis to the extreme possible angular position defined by the limiters of the wing rotation about its axis. Then, with further movement of the propulsion unit in the up-down direction, with the blocked possibility of rotation of the wing about its axis, the wing rotates in relation to the aircraft's fuselage about an axis parallel to the longitudinal axis of the fuselage. Thus, wing movement may partially replace the propulsion of an aircraft and permit vertical take-off or landing of the vehicle. Such an operation is possible with the use of a rigid coupler to connect the wing with the drive unit with the use of articulated joints and the use of an articulated joint with two degrees of freedom to connect the wing with the fuselage while using limiters of the wing rotation about its axis.

The novel structure of the mechanism according to the invention thus allows various types of wing movement when only one drive source is used. Specifically, it is possible to perform the following series of actions: positioning the wing blade at the angle of attack giving the greatest lift, the angle of attack giving it upward repulsion, and the angle of attack reducing air drag The adjustable position of the wing rotation limiters about its axis increases the functionality of the mechanism and allows for individual adjustment of the wing movement range depending on the current control objectives of the aircraft. The fixed point of attachment of the wing to the fuselage may be located either in the fuselage or off it, on the jib, which allows the functionality of the aircraft to be adjusted. The axis of rotation of the wing is positioned such that the part of the wing blade directed away from the axis of rotation towards the front of the aircraft has a smaller area than the part of the wing blade directed away from the axis of rotation towards the rear of the aircraft. This has the following effect: applying a force to the point connecting the wing to the power unit first rotates the wing, and then, when the rotation restriction precludes further rotation, causes the wing to move. This allows the wing to be properly aligned while the aircraft is in flight.

The mechanism of movement of the wing of the aircraft is further illustrated in the following examples of implementation and in the attached drawing, in which Fig 1 illustrates a diagram of the wing with elements of the mechanism in the first example of implementation, Fig 2 - a diagram of the articulated joint with two degrees of freedom for connecting the wing with the fuselage, Fig. 3 and Fig 4 - a diagram showing different positions of the wings during their movement, Fig 5 - a diagram of regulation of extreme angles of rotation of the wing about its axis, Fig 6 - a diagram of the wing with elements of the mechanism in the second example of execution, Fig. 7 and Fig. 8 - a diagram showing different positions of the wings during their movement, and Fig 9 - aircraft with wings equipped with the mechanism according to the second embodiment. For all figures, x denotes the horizontal axis, facing the front of the aircraft, on which the wing is fitted with the mechanism according to the invention, y - the horizontal axis, facing the starboard side of the aircraft, and z - the vertical axis, with a turn upwards. Fig. 1 and Fig. 2 show schematically a wing 2 attached at a point 3 in the fuselage 9 of an aircraft, wherein point 3 is attached to fuselage 9 and represents the first degree of freedom of the articulation assembly A, via which wing 2 is connected to the fuselage 9. The connection at point 3 allows the rotation of wing 2 in relation to the fuselage 9 about an axis parallel to the longitudinal axis of the aircraft, which directionally corresponds to the x-axis in the diagram. The second degree of freedom of the articulation assembly A is at point 13 and allows wing 2 to rotate about its axis 1. The axis of rotation 1 is defined by a tube rotatably attached at point 3, in which another tube 1' is rotatably embedded and rigidly connected to the wing blade 2 (Fig. 2). Additionally, coupler 4 is rigidly connected to wing 2, equipped with an articulated joint B, which is a connection point with the drive unit. The connection point is located outside the axis of rotation of wing 1, between the axis of rotation of wing 1 and the front of the aircraft, and is directed downwards. The mechanism according to the invention further comprises limiters 7 for the rotation of wing 2 about its axis 1, as shown in detail in Fig 5. Preferably, limiters 7 have a variable, adjustable position, whereby it is possible to vary the range of the angles of attack of the wing 2. Moreover, the axis of rotation 1 of the wing is arranged such that the part of the wing 2 directed from the axis of rotation 1 towards the front of the aircraft, in the direction defined by the axis of the x-axis, has a smaller area than the part of the wing 2 directed from the axis of rotation 1 towards the rear of the aircraft, towards the opposite to the direction of the x-axis. At the connection point defined by the articulated joint B, preferably a spatial articulated joint, located outside the axis 1, the end of the drive unit is attached, which forces the movement of the end of the coupler 4 up-down, and thus the movement of the blade 2, to which the coupler 4 is rigidly attached to it. Specifically, as can be seen in Fig. 4, the electric or internal combustion engine 12 of the drive unit comprises a crank member 6 which, through a second articulated joint C, preferably a spatial articulated joint, and an intermediate coupler 5, is attached to the connection point in the articulated joint B. Rotation of the wing 2 about the axis of rotation 1, therefore, takes place as a result of pulling in an up-down direction, thereby changing the angle of attack of wing 2: the downward-moving wing blade is angled to push the air down; while the upward movement of the blade is less pushing the air upward. Hence, on average, the wing acts to support the aircraft in the air. The wing rotates about its axis 1 to the extreme possible angular position defined by the limiters 7 of the wing rotation. Then, with further movement of the propulsion unit in the up-down direction, with the blocked possibility of rotation of wing 2 about its axis 1, wing 2 rotates in relation to the aircraft's fuselage 9 about an axis parallel to the longitudinal axis of the fuselage.

Fig. 3 and Fig. 4 schematically demonstrate the movement of the wing The crank member 6, via the intermediate coupler 5, pulls the wing coupler 4 downwards or pushes upwards. If it pulls downwards, wing 2 is pivoted about its axis so that its front is directed as little upwards as possible or as far downwards as possible.The extreme angle value is regulated by the adjustment mechanism shown in Fig. 5. To guarantee a high lifting force, wing 2 is pulled downwards. The descending wing pushes the atmospheric air downwards and the reaction force pushes the wing and the entire aircraft upwards. If, on the other hand, the intermediate coupler 5 pushes the coupler 4 of wing 2 upwards, then wing 2 is pivoted about its axis 1 with its front facing as much as possible upwards. The value of the extreme angle is adjusted analogously by the adjustment mechanism shown in Fig 5. Then, the descending wing pushes the atmospheric air upwards by which the reaction force pushes the wing and the entire aircraft downwards. Thus, when wing 2 descends, it is approximately horizontal and has a high thrust force. When wing 2 is raised upwards, it is positioned at such an angle of attack as to prevent the aircraft from being pushed down.

Fig. 5 schematically demonstrates the adjustment of the extreme angles of rotation of wing 2 about its axis. Wing 2 comprises a nonrotating tube defining the axis of rotation 1 and a tube 1’ rotating therein rigidly connected to the wing and the coupler 4. In the pipe defining the axis of rotation 1, there is an opening in which the coupler 4 moves, causing wing 2 to rotate about axis 1. Connected to the pipe defining the axis of rotation 1 are limiters 7, the position of which is adjustable. They change the size of the opening in the pipe defining the axis of rotation 1 and thus the rotation range of the pipe 1’. The regulating mechanism shown in Fig 5 serves to determine the angles of attack of wing 2 as it moves up-down. Depending on the speed at which the aircraft is moving forward, these angles should be different.

Fig. 6 shows a second embodiment of a mechanism according to the invention. Contrary to the first embodiment, here the connector 4 points towards the rear of the aircraft, upwards, and further away from wing 2, than the attachment of axis 3 of wing 2 to the fuselage 9. Specifically, attachment 3, i.e. the first degree of freedom of the articulation assembly A, is located on the extension arm 8. In this modified arrangement, exactly the opposite effect as compared to the first embodiment is needed on coupler 4 of wing 2 in order to have exactly the same effects and operation. The movement of wing 2 in this variant is shown in Fig 7 and Fig 8.

On the other hand, Fig 9 shows schematically the entire aircraft with four movable wings 2 with the mechanism of the second embodiment, fuselage 9, propeller 10 and rudder 11. Attachment 3 of axis 1 of wing 2 is rigidly connected to the fuselage 9 of the vehicle through the jib 8. The left-front and right-rear wing pair work in sync. Also, the right-front and left-rear wing pairs work in sync. These pairs remain in opposite phases with each other. They can therefore be driven by the same engine.

Alternatively, in any of the above embodiments, the drive assembly may include an actuator in place of engine 12.