A flip-and-spin multi-stage deformable wing suitable for cross-domain flight

Abstract

A flip-and-swing multi-stage deformable wing suitable for cross-domain flight belongs to the field of aircraft technology. The present invention solves the problem that the existing cross-domain flight deformable wing technology cannot simultaneously solve the problems of heavy driving and transmission devices, low wing surface deformation expansion and contraction ratio, and poor continuity of the aerodynamic shape of the multi-stage deformable wing surface. It includes an aircraft base and a deformable wing skeleton, and the aircraft base and the deformable wing skeleton are connected by a flip assembly. The deformable wing skeleton includes a bottom beam, a first-level wing leading edge, a first-level folding assembly, a second-level wing leading edge and a second-level folding assembly. The front end of the first-level wing leading edge is hinged to the front end of the bottom beam. Based on the geometric layout of the folding assembly combined with the wing leading edge and the idea of ​​graded arrangement and continuous expansion of the second-level swinging wing, a second-level swinging wing surface structure is proposed. The deformable wing has aerodynamic shapes under four different flight conditions: fully folded wing, wing surface flipping, first-level swinging wing, and second-level swinging wing, and is suitable for cross-domain flight.

Description

Technical Field

[0001] The present invention relates to a flip-and-swing multi-stage deformable wing suitable for cross-domain flight, belonging to the technical field of aircraft. Background Art

[0002] Traditional fixed-wing aircraft are typically designed for a fixed flight envelope, resulting in optimal performance at specific altitudes and speeds. However, performance degrades when operating in airspace and speed ranges beyond the design envelope. The complexity of current flight missions has made cross-domain aircraft capable of operating in large airspaces and speed ranges a key focus of aerospace development. The key to achieving cross-domain flight lies in how to transform wing structures to create diverse aerodynamic shapes.

[0003] Despite the growing demand for cross-airspace flight, current technological development faces challenges: the morphing of wing surfaces is accompanied by external aerodynamic loads, placing extremely high demands on the output energy efficiency and response speed of the drive system during the deformation process. Traditional drive systems based on motors and hydraulics often involve complex mechanical transmission systems, increasing system weight and maintenance complexity, and the response speed is insufficient to meet the needs of certain extreme missions. Therefore, existing morphing wing system designs are generally subject to the problem of cumbersome drive and transmission structures. In some existing technologies, the wing surface must be locked in place after deformation. While achieving the wing deformation function, this also significantly increases the volume and weight of the aircraft. On the other hand, while some existing morphing wing technologies provide a certain degree of wing surface variable length, sweep angle, and area, the wing surface deformation forms are limited, the wing surface extension and retraction ratio is relatively low before and after deformation, and cross-domain performance is limited. At the same time, to achieve better multi-state cruise adaptability, there is also a requirement to fold the wing surface completely for wingless flight at the beginning of flight and unfold it when lift is required.

[0004] In summary, existing morphing wing technology for cross-domain flight cannot simultaneously address the issues of heavy drive and transmission equipment, low wing morphing ratio, and poor aerodynamic continuity of multi-stage morphing wing surfaces. Therefore, it is urgent to modify the wing structure to suit the various operating conditions of the aircraft, thereby improving aerodynamic efficiency, enhancing lift generation, improving maneuverability, and reducing noise and vibration, thereby benefiting the development of morphing wing technology suitable for cross-domain flight. Summary of the Invention

[0005] The present invention aims to solve the above-mentioned technical problems and further provides a flip-and-spin multi-stage deformable wing suitable for cross-domain flight.

[0006] The technical solution adopted by the present invention to solve the above technical problems is:

[0007] The invention relates to a flip-and-unscrew multi-stage deformable wing suitable for cross-domain flight, comprising an aircraft base and a deformable wing frame, wherein the aircraft base and the deformable wing frame are connected by a flip assembly, the deformable wing frame comprising a bottom beam, a first-stage wing leading edge, a first-stage folding assembly, a second-stage wing leading edge and a second-stage folding assembly, the front end portion of the first-stage wing leading edge is hinged to the front end portion of the bottom beam, and a first-stage metal airbag is provided at a connection corner between the first-stage wing leading edge and the bottom beam, the front end portion of the second-stage wing leading edge is hinged to the middle portion of the bottom beam, and a second-stage metal airbag is provided at a connection corner between the second-stage wing leading edge and the bottom beam, the first-stage folding assembly is rotatably connected to the rear ends of the first-stage wing leading edge and the second-stage wing leading edge, and the movement of the first-stage wing leading edge drives the first-stage folding assembly to be unfolded and folded, the second-stage folding assembly is rotatably connected to the rear end of the second-stage wing leading edge and the rear portion of the bottom beam, and the movement of the second-stage wing leading edge drives the second-stage folding assembly to be unfolded and folded, and an air path control system is installed in the aircraft base, and the air path control system provides high-pressure gas to the two metal airbags.

[0008] Furthermore, the first-stage folding assembly includes first to third wing spars arranged parallel to each other, a first group of ribs arranged between the first wing spars and the second wing spars, and a second group of ribs arranged between the second wing spars and the third wing spars, wherein the first group of wing ribs includes a plurality of first wing ribs arranged parallel to each other, and the two ends of each first wing rib are respectively hinged to the wing spars at both ends, the second group of wing ribs includes a plurality of second wing ribs arranged parallel to each other, and the two ends of each second wing rib are respectively hinged to the wing spars at both ends, the front end of the first wing spars is hinged to the rear end of the leading edge of the first wing, and the front end of the third wing spars is hinged to the rear end of the leading edge of the second wing.

[0009] Furthermore, the secondary folding assembly includes a fourth wing spar, a third group of ribs arranged between the third wing spar and the fourth wing spar, and a fourth group of ribs arranged between the fourth wing spar and the bottom beam, wherein the third group of ribs includes a plurality of third wing ribs arranged in parallel with each other, and the two ends of each third wing rib are respectively hinged to the wing spars at both ends thereof, and the fourth group of ribs includes a plurality of fourth wing ribs arranged in parallel with each other, and the two ends of each fourth wing rib are respectively hinged to the fourth wing spar and the bottom beam.

[0010] Furthermore, the flip assembly includes several hinge structures and several limit assemblies, wherein the hinge structure includes a spiral spring and an wing end connector and a base end connector rotatably connected to the center end of the spiral spring, the ends of the wing end connector and the base end connector away from the spiral spring are respectively fixed to the deformable wing frame and the aircraft base, the output end of the spiral spring is fixed to the wing end connector, and the limit assembly includes a limit male buckle installed on the deformable wing frame and a limit female buckle installed on the aircraft base, and when the deformable wing frame is flipped 180°, the limit male buckle and the limit female buckle are engaged.

[0011] Furthermore, the gas circuit control system includes a high-pressure gas cylinder, a three-way valve and first to third gas pipelines, wherein the high-pressure gas cylinder and the three-way valve are fixedly mounted on the aircraft base, one end of the first to third gas pipelines are respectively connected to the three-way valves, the other end of the first gas pipeline is connected to the high-pressure gas cylinder, the other end of the second gas pipeline and the other end of the third gas pipeline are respectively connected to the first-level metal airbag and the second-level metal airbag, and the second gas pipeline and the third gas pipeline are respectively provided with solenoid valves.

[0012] Furthermore, each level of metal airbags is correspondingly mounted on the bottom beam through an airbag support, an air intake channel is provided on the airbag support, and the air path control system is connected to the air nozzles of the corresponding levels of metal airbags through the air intake channel.

[0013] Furthermore, the upper surface of each airbag support is parallel to the leading edge of each level of the wing corresponding thereto before deployment.

[0014] Furthermore, each metal airbag is a pillow-shaped metal airbag structure with single-sided air intake, and both ends of the metal airbag are in an inwardly concave arc shape.

[0015] Furthermore, a first auxiliary rib is provided for rotational connection between the leading edge of the first-stage wing and the bottom beam, and the first auxiliary rib comprises two rod-shaped structures hinged end to end.

[0016] Furthermore, a second auxiliary rib is provided for rotational connection between the leading edge of the secondary wing and the bottom beam, and the structure of the second auxiliary rib is the same as that of the first auxiliary rib.

[0017] Compared with the prior art, the present invention has the following effects:

[0018] The present invention drives the wing surface to deform through a metal airbag. The metal airbag expands rapidly and transfers energy to the load-bearing rods (i.e., the leading edges of each stage of the wing), driving the wing surface to rotate open. Compared with the traditional deformable wing drive form, this method has a simple structure, takes up very little mass and space of the aircraft, has a high output power-to-volume ratio, responds quickly, and is easy to control.

[0019] The present invention provides a design in which the wing surface is initially folded under the aircraft and flipped out when lift is required by setting a flip component. At the same time, based on the geometric layout of the folding component combined with the leading edge of the wing and the idea of ​​graded arrangement and continuous deployment of the secondary rotating wings, a secondary rotating wing surface structure is proposed. The present invention has aerodynamic shapes under four different flight conditions: fully folded wings, wing surface flipping, primary rotating wings, and secondary rotating wings. It realizes multiple wing surface deformation forms, effectively improves the aerodynamic efficiency and maneuverability of the aircraft, and is suitable for flight across airspaces and speed ranges. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1This is a schematic diagram of the three-dimensional structure of the present invention (the deformable wing frame is in a folded state and placed under the aircraft);

[0021] Figure 2 This is a schematic diagram of the structure of the flip assembly (the deformable wing frame is in a folded state and placed under the aircraft);

[0022] Figure 3 This is a schematic diagram of the three-dimensional structure of the present invention before the flip assembly is working and the deformable wing frame is in the initial state (the air path control system is not shown);

[0023] Figure 4 This is a schematic diagram of the three-dimensional structure of the present invention after the flip assembly is in operation, with the deformable wing frame as a whole flipped 180 degrees and locked (the air path system is not shown);

[0024] Figure 5 for Figure 4 Structural diagram of the limit switch assembly in the current state;

[0025] Figure 6 It is a schematic diagram of the three-dimensional structure of the gas path control system;

[0026] Figure 7 This is a schematic diagram of the three-dimensional structure of the deformable wing skeleton in a fully folded state;

[0027] Figure 8 This is a schematic diagram of the three-dimensional structure of the deformable wing skeleton in the first-level unscrewed state;

[0028] Figure 9 This is a schematic diagram of the three-dimensional structure of the deformable wing skeleton in the two-stage unscrewed state.

[0029] In the picture:

[0030] 1. Aircraft base; 2. Deformable wing frame; 2-1. Bottom beam; 2-2. Primary wing leading edge; 2-31. First wing spar; 2-32. Second wing spar; 2-33. Third wing spar; 2-34. First wing rib; 2-35. Second wing rib; 2-4. Second wing leading edge; 2-51. Fourth wing spar; 2-52. Third wing rib; 2-53. Fourth wing rib; 2-6. Primary metal airbag; 2-7. Secondary metal airbag; 2-8. Primary airbag support; 2-9. Secondary airbag Capsule support; 2-10, first auxiliary rib; 2-11, second auxiliary rib; 3, flip assembly; 3-11, volute spring; 3-12, wing end connector; 3-13, base end connector; 3-14, screw; 3-21, limit male buckle; 3-22, limit female buckle; 4, gas path control system; 4-1, high-pressure gas cylinder; 4-2, three-way valve; 4-3, first gas pipeline; 4-4, second gas pipeline; 4-5, third gas pipeline; 4-6, solenoid valve. DETAILED DESCRIPTION

[0031] Specific implementation method 1: Combination Figures 1 to 9 This embodiment is explained, and the technical solutions in the embodiment of the present invention are clearly and completely described. Obviously, the described embodiment is only a part of the embodiment of the present invention, rather than all the embodiments. Based on the embodiment of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0032] It should be noted that the descriptions of the present invention regarding directions such as "front", "back", "left", "right", "inside", "outside", "left side", "right side", "upper", "lower", "top", and "bottom" are all defined based on the relationship between the orientations or positions shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the structure must be constructed and operated in a specific orientation. Therefore, they should not be understood as limiting the present invention. In the description of the present invention, the meaning of "plurality" is more than two, unless otherwise clearly and specifically defined.

[0033] In the description of the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to direct connections, indirect connections through an intermediary, or internal communication between two components. Those skilled in the art will understand the specific meanings of these terms in the present invention based on the specific circumstances.

[0034] A flip-unfolding multi-stage deformable wing suitable for cross-domain flight, comprising an aircraft base 1 and a deformable wing frame 2, wherein the aircraft base 1 and the deformable wing frame 2 are connected by a flip assembly 3, the deformable wing frame 2 comprising a bottom beam 2-1, a first-stage wing leading edge 2-2, a first-stage folding assembly, a second-stage wing leading edge 2-4 and a second-stage folding assembly, the front end portion of the first-stage wing leading edge 2-2 is hinged to the front end portion of the bottom beam 2-1, and a first-stage metal airbag 2-6 is provided at the connection corner between the first-stage wing leading edge 2-2 and the bottom beam 2-1, the front end portion of the second-stage wing leading edge 2-4 is hinged to the middle portion of the bottom beam 2-1, and the second-stage folding assembly is hinged to the front end portion of the bottom beam 2-1. A secondary metal airbag 2-7 is provided at the connection corner of the leading edge 2-4 of the first wing and the bottom beam 2-1. The primary folding assembly is rotatably connected to the rear ends of the leading edge 2-2 and the leading edge 2-4 of the second wing. The movement of the leading edge 2-2 drives the expansion and folding of the primary folding assembly. The secondary folding assembly is rotatably connected to the rear end of the leading edge 2-4 of the second wing and the rear part of the bottom beam 2-1. The movement of the leading edge 2-4 drives the expansion and folding of the secondary folding assembly. An air path control system 4 is installed in the aircraft base 1, and high-pressure gas is provided to the two metal airbags through the air path control system 4.

[0035] The forward and backward directions referred to in the present invention are based on the heading of the aircraft.

[0036] The flipping assembly 3 is used to adjust the flipping angle of the deformable wing frame 2 relative to the aircraft base 1 .

[0037] The first-stage wing leading edge 2-2, the first-stage folding assembly and the first-stage metal airbag 2-6 constitute the first-stage swing-out wing; the second-stage wing leading edge 2-4, the second-stage folding assembly and the second-stage metal airbag 2-7 constitute the second-stage swing-out wing; the working principles of the first-stage swing-out wing and the second-stage swing-out wing are the same.

[0038] The metal airbags at each level are the driving units of the swing-out wings at each level, and the leading edges of the wings at each level are the driving rods of the swing-out wings at each level.

[0039] The primary metal airbags 2-6 and secondary metal airbags 2-7 share a common structure. Before inflation, the airbags are initially flat, formed by stacking two layers of metal foil using a specialized welding process. A hole is opened at the geometric center of one side for air intake, and a threaded airbag nozzle is welded to it, creating a thin-walled, pillow-shaped metal airbag structure with single-sided air intake. When high-pressure gas is introduced into each airbag via the air path control system 4, the airbags rapidly expand and transmit pressure to the leading edges of each wing stage, driving the airfoil to rotate. To enhance the mechanical performance and driving characteristics of the airbags after inflation, the opposite sides of the initial airbag structure are designed with concave arcs or other special curves.

[0040] In the initial state of the aircraft cruising, the deformable wing frame 2 is in a folded state as a whole and is placed under the aircraft;

[0041] When the wing surface is required to provide lift, the deformable wing frame 2 is flipped 180 degrees as a whole to the outside of the aircraft and parallel to the aircraft base 1;

[0042] When the cruising condition of the aircraft further changes, the deformable wing frame 2 in the folded state is gradually opened under the driving action of the metal airbags at each stage.

[0043] The present invention discloses a flip-and-swing multi-stage deformable wing suitable for cross-domain flight, which is a deformable wing that can be flipped and swung open in two stages.

[0044] The present invention drives the wing surface to deform through a metal airbag. The metal airbag expands rapidly and transfers energy to the load-bearing rods (i.e., the leading edges of each stage of the wing), driving the wing surface to rotate open. Compared with the traditional deformable wing drive form, this method has a simple structure, takes up very little mass and space of the aircraft, has a high output power-to-volume ratio, responds quickly, and is easy to control.

[0045] By setting a flip assembly 3, the present invention provides a design in which the wing surface is initially folded under the aircraft and flipped out when lift is needed. At the same time, based on the geometric layout of the folding assembly combined with the leading edge of the wing and the idea of ​​graded arrangement and continuous deployment of the two-stage rotating wings, a two-stage rotating wing surface structure is proposed. It has aerodynamic shapes under four different flight conditions: fully folded wings, wing surface flipping, first-stage rotating wings, and second-stage rotating wings. It realizes multiple wing surface deformation forms, effectively improves the aerodynamic efficiency and maneuverability of the aircraft, and is suitable for flight across airspaces and speed ranges.

[0046] The primary folding assembly includes first to third spars arranged in parallel with each other, a first group of ribs arranged between the first spar 2-31 and the second spar 2-32, and a second group of ribs arranged between the second spar 2-32 and the third spar 2-33. The first group of ribs includes a plurality of first ribs 2-34 arranged in parallel with each other, and the two ends of each first rib 2-34 are respectively hinged to the spars at its two ends. The second group of ribs includes a plurality of second ribs 2-35 arranged in parallel with each other, and the two ends of each second rib 2-35 are respectively hinged to the spars at its two ends. The front end of the first spar 2-31 is hinged to the rear end of the primary wing leading edge 2-2, and the front end of the third spar 2-33 is hinged to the rear end of the secondary wing leading edge 2-4. With this design, the plurality of first ribs 2-34 are parallel and of equal length, and the plurality of second ribs 2-35 are parallel and of equal length. The two ends of each first rib 2-34 are hinged to the first spar 2-31 and the second spar 2-32, respectively. The two ends of each second rib 2-35 are hinged to the second spar 2-32 and the third spar 2-33, respectively. When the first-stage folding assembly is deployed, the first spar 2-31, the second spar 2-32, and any two first ribs 2-34 in the first group of ribs form a parallelogram structure. The second spar 2-32, the third spar 2-33, and any two second ribs 2-35 in the second group of ribs form a parallelogram structure. By combining multiple parallel first ribs 2-34 and multiple parallel second ribs 2-35, the first-stage folding assembly forms multiple closed parallelogram support frame structures, thereby improving the stiffness of the airfoil.

[0047] During the deformation of the first-stage wing surface, the first-stage wing leading edge 2-2 rotates around the hinge point at its front end as the first-stage metal airbag 2-6 drives it, lifting the first-stage folding assembly to unfold it. Figure 8 Taking the direction shown as an example, the first-stage wing leading edge 2-2 rotates clockwise as driven by the first-stage metal airbag 2-6, driving the first group of wing ribs to rotate clockwise. In this process, the three important aerodynamic parameters of the wing surface, namely the span, area and leading edge sweep angle, change in a coupled manner.

[0048] In order to avoid interference between the rear ends of the leading edges of each level of wings and the corresponding folding and unfolding components of each level during the folding process, avoidance grooves can be provided at the rear ends of the leading edges of each level of wings.

[0049] The secondary folding assembly includes a fourth spar 2-51, a third group of ribs arranged between the third spar 2-33 and the fourth spar 2-51, and a fourth group of ribs arranged between the fourth spar 2-51 and the bottom beam 2-1. The third group of ribs includes a plurality of third ribs 2-52 arranged in parallel with each other, and each third rib 2-52 is hinged at both ends to the spar at its end. The fourth group of ribs includes a plurality of fourth ribs 2-53 arranged in parallel with each other, and each fourth rib 2-53 is hinged at both ends to the fourth spar 2-51 and the bottom beam 2-1. With this design, the plurality of third ribs 2-52 are parallel and of equal length, and the plurality of fourth ribs 2-53 are parallel and of equal length. When the secondary folding assembly is in the unfolded state, the third wing beam 2-33, the fourth wing beam 2-51 and any two third wing ribs 2-52 in the third group of wing ribs form a parallelogram structure, and the fourth wing beam 2-51, the bottom beam 2-1 and any two fourth wing ribs 2-53 in the fourth group of wing ribs form a parallelogram structure. Through multiple parallel third wing ribs 2-52 and multiple parallel fourth wing ribs 2-53, the secondary folding assembly forms multiple closed parallelogram support frame structures, thereby improving the wing surface stiffness.

[0050] During the secondary wing surface rotation deformation, the secondary wing leading edge 2-4 rotates around the hinge point at its front end as the secondary metal airbag 2-7 drives it, lifting the secondary folding assembly to unfold it. Figure 9 Taking the direction shown in the figure as an example, the leading edge 2-4 of the secondary wing rotates clockwise as driven by the airbag, driving the third group of ribs to rotate counterclockwise. In this process, the three important aerodynamic parameters of the wing surface, namely the span, area and leading edge sweep angle, change in a coupled manner. Finally, the two groups of ribs on each level of the wing surface are collinear, and the wing beams at each level are parallel to each other.

[0051] In the various levels of the wing-opening mechanism of the present invention, the leading edge of the wing rotates under drive, driving the two sets of parallelogram mechanisms to rotate and deform. When the deformation is in place, the mechanism is self-locked to achieve locking in place, without the need for additional locking mechanisms. The structure is simple and the stability is high.

[0052] The flip assembly 3 includes several hinge structures and several limit assemblies, wherein the hinge structure includes a spiral spring 3-11 and an airfoil end connector 3-12 and a base end connector 3-13 rotatably connected to the center end of the spiral spring 3-11, and the ends of the airfoil end connector 3-12 and the base end connector 3-13 away from the spiral spring 3-11 are respectively fixed to the deformable wing skeleton 2 and the aircraft base 1, and the output end of the spiral spring 3-11 is fixed to the airfoil end connector 3-12. The limit assembly includes a limit male buckle 3-21 installed on the deformable wing skeleton 2 and a limit female buckle 3-22 installed on the aircraft base 1. When the deformable wing skeleton 2 is flipped 180°, the limit male buckle 3-21 is engaged with the limit female buckle 3-22. With such a design, the central end of the vortex spring 3-11 is fixed on the screw 3-14, which is the rotating shaft for the wing surface to flip. The output end of the vortex spring 3-11, i.e., the end, refers to the outermost ring of the vortex spring 3-11, which is fixed to the entire deformable wing skeleton 2, that is, the driving torque for driving the flip is output to the wing surface. The wing surface end connector 3-12 and the deformable wing skeleton 2, as well as the base end connector 3-13 and the aircraft base 1 are all fixed by bolts. Preferably, a set of hinge structures are respectively provided at specific positions of the front, middle and rear sections of the aircraft to ensure that sufficient driving torque is provided for the wing surface to flip. The vortex spring 3-11 is in a compressed state in its initial state. When it is necessary to flip the deformable wing skeleton 2 relative to the aircraft base 1, the vortex spring 3-11 is unlocked by the unlocking mechanism to flip the deformable wing skeleton 2. The unlocking mechanism is a prior art and will not be described here. A number of limiting male buckles 3-21 are fixed on the side of the bottom beam 2-1 of the deformable wing frame 2, and a number of limiting female buckles 3-22 are installed on the side of the aircraft base 1. In the initial state of the aircraft, the side of the bottom beam 2-1 where the limiting male buckles 3-21 are located is coplanar with the side of the aircraft base 1 where the limiting female buckles 3-22 are located.

[0053] The gas circuit control system 4 includes a high-pressure gas cylinder 4-1, a three-way valve 4-2 and first to third gas pipelines, wherein the high-pressure gas cylinder 4-1 and the three-way valve 4-2 are fixedly mounted on the aircraft base 1, one end of the first to third gas pipelines are respectively connected to the three-way valve 4-2, the other end of the first gas pipeline 4-3 is connected to the high-pressure gas cylinder 4-1, the other end of the second gas pipeline 4-4 and the other end of the third gas pipeline 4-5 are respectively connected to the first-level metal airbag 2-6 and the second-level metal airbag 2-7, and the second gas pipeline 4-4 and the third gas pipeline 4-5 are respectively provided with solenoid valves 4-6. With this design, high-pressure gas cylinder 4-1 and three-way valve 4-2 are both located within a fixed installation space within aircraft base 1. High-pressure gas cylinder 4-1 supplies high-pressure gas to primary and secondary metal airbags 2-6 and 2-7. Gas communication between high-pressure gas cylinder 4-1 and primary and secondary metal airbags 2-6 and 2-7 is achieved via first, second, and third gas pipelines 4-3, 4-4, and 4-5. Each gas pipeline is constructed of a metal textile tube, meeting both compressive strength and flexibility requirements. Two solenoid valves 4-6 control the on / off function of their respective gas pipelines.

[0054] Each metal airbag is mounted on the bottom beam 2-1 via an airbag support. These airbag supports provide air inlet channels, through which the air control system 4 communicates with the corresponding airbag nozzles. The airbag supports are located at the corners where the leading edges of each wing hinge with the bottom beam 2-1, providing mounting and restraint for each metal airbag. The first-stage metal airbag 2-6 is mounted on the first-stage airbag support 2-8, while the second-stage metal airbag 2-7 is mounted on the second-stage airbag support 2-9. The nozzles of each metal airbag are rigidly restrained to their corresponding airbag supports, ensuring they remain fixed to the bottom beam 2-1.

[0055] The upper surface of each airbag support is parallel to the leading edge of each level of wing corresponding to it before deployment.

[0056] Each metal airbag is a pillow-shaped metal airbag structure with single-sided air intake, and the two ends of the metal airbag are concave arcs.

[0057] A first auxiliary rib 2-10 is provided for rotational connection between the primary wing leading edge 2-2 and the bottom beam 2-1. The first auxiliary rib 2-10 comprises two rod-shaped structures hinged end to end. With this design, both rod-shaped structures are rotationally connected to the primary wing leading edge 2-2 and the bottom beam 2-1 on the same side.

[0058] A second auxiliary rib 2-11 is provided between the secondary wing leading edge 2-4 and the bottom beam 2-1 for rotational connection. The structure of the second auxiliary rib 2-11 is identical to that of the first auxiliary rib 2-10. With this design, both rod-like structures are rotationally connected to the secondary wing leading edge 2-4 and the bottom beam 2-1 on the same side.

[0059] Working principle:

[0060] The deformation mechanism of the flip-and-spin multi-stage deformable wing suitable for cross-domain flight of the present invention is as follows:

[0061] The deformation mechanism of the wing surface flipping is as follows: the vortex spring 3-11 is the driving unit of the flipping assembly 3. In the initial state of the aircraft cruising, the wing surface of the deformable wing is in a folded state as a whole and is placed under the aircraft. At this time, the deformation angle of the vortex spring 3-11 is the largest. When the aircraft wing surface flips out, the vortex spring 3-11 is unlocked and the elastic potential energy is released. Under this driving torque, the deformable wing skeleton 2 flips counterclockwise around the center screw 3-14 position. When the flipping angle approaches 180 degrees, the limit male buckle 3-21 and the limit female buckle 3-22 begin to contact. The spring connected between the limit female buckle 3-22 and the aircraft base 1 is compressed, and the limit male buckle 3-21 is stuck in the groove until the flipping angle reaches 180 degrees. The spring between the limit female buckle 3-22 and the aircraft base 1 is reset to complete the limit locking. At this time, the contact surface of the wing surface end connector 3-12 and the base end connector 3-13 coincides, and the deformable wing skeleton 2 is coplanar with the aircraft base 1 to form a lift surface.

[0062] The deformation mechanism of the first-stage swing-out wing is as follows: before the first-stage wing swings out, the second-stage wing remains in a fixed folded state, so the third spar 2-33 acts as the frame of the first-stage swing-out wing. When the aircraft issues a command to swing out the first-stage wing, an electrical signal is transmitted to the solenoid valve 4-6 to control the air circuit connection. The high-pressure gas in the high-pressure gas cylinder 4-1 enters the first-stage metal airbag 2-6 through the gas shortcut, causing the airbag to rapidly expand. The upper side wall of the first-stage metal airbag 2-6 is always in contact with the first-stage wing leading edge 2-2 and transmits impulse. Driven by the first-stage metal airbag 2-6, the first-stage wing leading edge 2-2 rotates clockwise around the hinge seat, driving the first spar 2-31 and the second spar 2-32 to translate diagonally upward. In conjunction with this, the first set of ribs rotates clockwise while the second set of ribs rotates counterclockwise. When the first-stage metal airbag 2-6 is fully inflated, the first-stage wing leading edge 2-2 unfolds to its maximum angle, at which point the ribs at the corresponding positions of the first and second sets of ribs are collinear. At this point, the first-stage swing-out wings are fully unfolded and in a self-locking state.

[0063] The deformation mechanism of the second-stage swing-out wing is as follows: When the aircraft issues a command to swing out the second-stage wing surface, an electrical signal is transmitted to the solenoid valve 4-6 to control the air circuit connection. The high-pressure gas in the high-pressure gas storage cylinder 4-1 enters the secondary metal airbag 2-7 through the gas pipeline and causes the airbag to expand rapidly. The upper wall of the secondary metal airbag 2-7 is always in contact with the secondary wing leading edge 2-4 and transmits impulse. Driven by the secondary metal airbag 2-7, the secondary wing leading edge 2-4 rotates clockwise around the hinge seat, driving the third wing beam 2-33 and the fourth wing beam 2-51 to translate obliquely upward. In conjunction with this, the third group of wing ribs rotates clockwise while the fourth group of wing ribs rotates counterclockwise. When the secondary metal airbag 2-7 is pressurized and expanded into place, the secondary wing leading edge 2-4 is unfolded to the maximum angle. At this time, the first group of wing ribs to the fourth group of wing ribs are collinear at the corresponding positions of each wing rib. The second-stage swing-out wing is unfolded into place and is in a self-locking state of the mechanism. At this point, the second-stage swing-out wing is also unfolded into place and is in a self-locking state of the mechanism.

[0064] At this point, the two swinging surfaces are fully deployed, and the morphing wing undergoes four states: folded beneath the vehicle base 1, flipped, and then first and second swinging, adapting to the vehicle's various cruise conditions. During each stage of the wing's swinging, the wing's leading edge rotates driven by the metal airbag, driving the two parallelogram mechanisms to rotate in the same and opposite directions with the wing's leading edge. During this process, the three key aerodynamic parameters of the wing—span, area, and leading edge sweep angle—are coupled, maintaining a well-balanced aerodynamic structure.

[0065] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any technician familiar with the technical field, within the technical scope disclosed by the present invention, who makes equivalent replacements or changes based on the technical solution and inventive concept of the present invention, should be covered by the scope of protection of the present invention.

Claims

1. A flip-and-unscrew multi-stage morphing wing suitable for cross-domain flight, characterized by: The invention comprises an aircraft base (1) and a deformable wing frame (2), wherein the aircraft base (1) and the deformable wing frame (2) are connected via a flip assembly (3), the deformable wing frame (2) comprises a bottom beam (2-1), a first-level wing leading edge (2-2), a first-level folding assembly, a second-level wing leading edge (2-4) and a second-level folding assembly, the front end of the first-level wing leading edge (2-2) is hinged to the front end of the bottom beam (2-1), and a first-level metal airbag (2-6) is provided at the connection corner between the first-level wing leading edge (2-2) and the bottom beam (2-1), the front end of the second-level wing leading edge (2-4) is hinged to the middle part of the bottom beam (2-1), and the second-level wing leading edge (2 -4) is provided with a secondary metal airbag (2-7) at a connection corner with the bottom beam (2-1); a primary folding assembly is rotatably connected to the rear end of the primary wing leading edge (2-2) and the secondary wing leading edge (2-4); the primary folding assembly is driven to unfold and fold by the action of the primary wing leading edge (2-2); a secondary folding assembly is rotatably connected to the rear end of the secondary wing leading edge (2-4) and the rear part of the bottom beam (2-1); the secondary folding assembly is driven to unfold and fold by the action of the secondary wing leading edge (2-4); an air path control system (4) is installed in the aircraft base (1); high-pressure gas is provided to the two metal airbags by the air path control system (4); The primary folding assembly comprises first to third wing spars arranged in parallel with each other, a first group of wing ribs arranged between the first wing spar (2-31) and the second wing spar (2-32), and a second group of wing ribs arranged between the second wing spar (2-32) and the third wing spar (2-33), wherein the first group of wing ribs comprises a plurality of first wing ribs (2-34) arranged in parallel with each other, and the two ends of each first wing rib (2-34) are respectively hinged to the wing spars at the two ends thereof; the second group of wing ribs comprises a plurality of second wing ribs (2-35) arranged in parallel with each other, and the two ends of each second wing rib (2-35) are respectively hinged to the wing spars at the two ends thereof; the front end of the first wing spar (2-31) is hinged to the rear end of the primary wing leading edge (2-2), and the front end of the third wing spar (2-33) is hinged to the rear end of the secondary wing leading edge (2-4); The secondary folding assembly comprises a fourth spar (2-51), a third group of ribs arranged between the third spar (2-33) and the fourth spar (2-51), and a fourth group of ribs arranged between the fourth spar (2-51) and the bottom beam (2-1), wherein the third group of ribs comprises a plurality of third ribs (2-52) arranged in parallel with each other, and the two ends of each third rib (2-52) are respectively hinged to the spar at its two ends; the fourth group of ribs comprises a plurality of fourth ribs (2-53) arranged in parallel with each other, and the two ends of each fourth rib (2-53) are respectively hinged to the fourth spar (2-51) and the bottom beam (2-1).

2. The flip-and-unscrew multi-stage morphing wing suitable for cross-domain flight according to claim 1, characterized in that: The flip assembly (3) includes a plurality of hinge structures and a plurality of limit assemblies, wherein the hinge structure includes a scroll spring (3-11) and an airfoil end connector (3-12) and a base end connector (3-13) rotatably connected to the central end of the scroll spring (3-11); the ends of the airfoil end connector (3-12) and the base end connector (3-13) away from the scroll spring (3-11) are respectively fixed to the deformable wing frame (2) and the aircraft base (1); the output end of the scroll spring (3-11) is fixed to the airfoil end connector (3-12); the limit assembly includes a limit male buckle (3-21) installed on the deformable wing frame (2) and a limit female buckle (3-22) installed on the aircraft base (1); when the deformable wing frame (2) flips 180 degrees, the limit male buckle (3-21) is engaged with the limit female buckle (3-22).

3. The flip-and-unscrew multi-stage morphing wing suitable for cross-domain flight according to claim 1, characterized in that: The gas circuit control system (4) comprises a high-pressure gas cylinder (4-1), a three-way valve (4-2) and first to third gas pipelines, wherein the high-pressure gas cylinder (4-1) and the three-way valve (4-2) are fixedly mounted on the aircraft base (1), one end of the first to third gas pipelines is respectively connected to the three-way valve (4-2), the other end of the first gas pipeline (4-3) is connected to the high-pressure gas cylinder (4-1), the other end of the second gas pipeline (4-4) and the other end of the third gas pipeline (4-5) are respectively connected to the first metal airbag (2-6) and the second metal airbag (2-7), and the second gas pipeline (4-4) and the third gas pipeline (4-5) are respectively provided with a solenoid valve (4-6).

4. The flip-and-unscrew multi-stage morphing wing suitable for cross-domain flight according to claim 1, characterized in that: The metal airbags at each level are mounted on the bottom beam (2-1) via corresponding airbag supports. An air intake channel is provided on the airbag support. The air path control system (4) is connected to the air nozzles of the corresponding metal airbags at each level via the air intake channel.

5. The flip-and-unscrew multi-stage morphing wing suitable for cross-domain flight according to claim 4, characterized in that: The upper surface of each airbag support is parallel to the leading edge of each level of wing corresponding to it before deployment.

6. The flip-and-unscrew multi-stage morphing wing suitable for cross-domain flight according to claim 1, characterized in that: Each metal airbag is a pillow-shaped metal airbag structure with single-sided air intake, and the two ends of the metal airbag are concave arcs.

7. The flip-and-unscrew multi-stage morphing wing suitable for cross-domain flight according to claim 1, characterized in that: A first auxiliary rib (2-10) is provided in a rotational connection between the first-stage wing leading edge (2-2) and the bottom beam (2-1), and the first auxiliary rib (2-10) comprises two rod-shaped structures hinged end to end.

8. The flip-and-unscrew multi-stage morphing wing suitable for cross-domain flight according to claim 7, characterized in that: A second auxiliary rib (2-11) is provided in a rotational connection between the secondary wing leading edge (2-4) and the bottom beam (2-1), and the structure of the second auxiliary rib (2-11) is the same as that of the first auxiliary rib (2-10).

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