Multi-stage unscrewing wing with continuous aerodynamic configuration

Abstract

The invention provides a multi-stage unscrewing wing with a continuous aerodynamic configuration, and belongs to the field of aircrafts. The aircraft comprises an aircraft base body, a first unscrewing wing support, a second unscrewing wing support, a third unscrewing wing support, an air supply and control system and an airfoil skin, the two ends of a first wing front edge are hinged to the aircraft base body and a first rear wing respectively, and a first metal air bag can drive the first wing front edge to rotate so that the first rear wing can stretch; the two ends of the second wing front edge are hinged to the aircraft base body and the second rear wing correspondingly, the second metal air bag can drive the second wing front edge to rotate, and the second wing front edge drives the second rear wing to stretch; the two ends of the third wing front edge are hinged to the aircraft base body and the third rear wing correspondingly, and the third metal air bag is located below the third wing front edge and can drive the third wing front edge to rotate so that the third rear wing can stretch. The airfoil can be driven to perform multi-stage deformation, and the problems that a deformation wing driving and transmission device is heavy, the airfoil deformation unfolding and folding ratio is low, and the continuity of the aerodynamic configuration of the multi-stage deformation airfoil is poor can be solved.

Description

Technical Field

[0001] The invention belongs to the technical field of aircraft, and in particular relates to a multi-stage rotating wing with a continuous aerodynamic shape. Background Art

[0002] In the field of modern aviation industry and space technology, morphing wing technology has received increasing attention in order to adapt to various flight environments and mission requirements. Traditional fixed-wing designs can no longer meet the needs of more efficient and flexible flights in terms of certain performance indicators, such as high-speed and low-speed compatibility, maneuverability, and load adaptability. Morphing wing aircraft can actively change the wing surface shape structure in different flight environments to ensure that they always have the best flight performance in different flight phases, thereby improving environmental adaptability and meeting a wide range of multi-mission requirements. They have extremely high development potential and application value in the aerospace, defense, and civil fields.

[0003] One of the main design difficulties of morphing wings is that when the aircraft is cruising at high speed, the shape change of the wing surface is accompanied by external aerodynamic loads, which places extremely high demands on the output energy efficiency and response speed of the drive device during the deformation process. Traditional drive forms based on motors, hydraulics, etc. often involve complex mechanical transmission systems, which increase the weight and maintenance difficulty of the system, and the response speed is not enough to meet the needs of certain extreme tasks. Therefore, in the design of existing morphing wing systems, there is a common problem of heavy drive and transmission device structures. In some existing technologies, after the wing surface is deformed into place, a locking mechanism is required to complete the locking in place. While realizing the wing surface deformation function, it also greatly occupies volume and increases the weight of the aircraft.

[0004] On the other hand, although some existing morphing wing technologies provide the functions of variable span, variable sweep angle, and variable area of ​​the wing to a certain extent, the wing deformation forms are relatively few and the expansion and contraction of the wing before and after deformation is relatively low. At the same time, most of the existing morphing wing technologies find it difficult to adjust the aerodynamic shape of the aircraft in multiple stages to adapt to more complex cruising spaces. Patent CN201810368539.0 describes a multi-stage telescopic wing mechanism that drives a nested multi-layer skin structure through a motor-driven screw to achieve a multi-stage telescopic deformable wing. However, the surface of the nested telescopic wing becomes stepped after unfolding, and there is a gap between two adjacent layers of skin, which cannot guarantee the continuity of the aerodynamic shape.

[0005] In summary, the existing morphing wing technology cannot simultaneously solve the problems of heavy driving and transmission devices, low airfoil deformation ratio, and poor continuity of the aerodynamic shape of the multi-stage morphing airfoil. Summary of the invention

[0006] In order to solve the problems that the existing morphing wing technology cannot simultaneously solve the problems of heavy driving and transmission devices, low airfoil deformation expansion ratio, and poor continuity of the aerodynamic shape of the multi-stage morphing airfoil, the present invention proposes a multi-stage swivel wing with a continuous aerodynamic shape. The present invention adopts the following technical solutions:

[0007] A multi-stage swivel wing with a continuous aerodynamic shape, comprising:

[0008] Aircraft base;

[0009] A first swing-out wing bracket comprises a first metal airbag, a first wing leading edge and a first rear wing, wherein one end of the first wing leading edge is hinged to the aircraft base at a first hinge point, and the other end is hinged to the first rear wing, the first metal airbag is located below the first wing leading edge and can drive the first wing leading edge to rotate around the first hinge point, so that the first wing leading edge drives the first rear wing to extend;

[0010] A second swing-out wing bracket comprises a second metal airbag, a second wing leading edge and a second rear wing, wherein one end of the second wing leading edge is hinged to the aircraft base at a second hinge point, and the other end is hinged to the second rear wing, the second metal airbag is located below the second wing leading edge and can drive the second wing leading edge to rotate around the second hinge point, so that the second wing leading edge drives the second rear wing to extend;

[0011] A third swing-out wing bracket comprises a third metal airbag, a third wing leading edge and a third rear wing, wherein one end of the third wing leading edge is hinged to the aircraft base at a third hinge point, and the other end is hinged to the third rear wing, and the third metal airbag is located below the third wing leading edge and can drive the third wing leading edge to rotate around the third hinge point, so that the third wing leading edge drives the third rear wing to extend;

[0012] An air supply and control system capable of controlling the inflation of the first metal airbag, the second metal airbag and the third metal airbag;

[0013] The wing surface skin is connected to the first swing-out wing bracket, the second swing-out wing bracket and the third swing-out wing bracket.

[0014] As a preferred solution of the above-mentioned multi-stage swing-out wing with a continuous aerodynamic shape, the first rear wing includes a first wing spar, a second wing spar, a first wing rib group and a second wing rib group, the first wing leading edge is hinged to the first wing spar, the first wing spar and the second wing spar are arranged in parallel, the two ends of the first wing rib of the first wing rib group are respectively hinged to the first wing spar and the second wing spar, the two ends of the second wing rib of the second wing rib group are respectively hinged to the second wing spar and the second rear wing, and the first wing rib and the second wing rib have the same extension direction.

[0015] As a preferred solution of the above-mentioned multi-stage rotating wing with continuous aerodynamic shape, the number of first wing ribs in the first wing rib group is multiple, and the multiple first wing ribs are arranged in parallel and at intervals; the number of second wing ribs in the second wing rib group is multiple, and the multiple second wing ribs are arranged in parallel and at intervals.

[0016] As a preferred solution of the above-mentioned multi-stage swing-out wing with a continuous aerodynamic shape, the second rear wing includes a third spar, a fourth spar, a third rib group and a fourth rib group, the third spar is arranged in parallel with the fourth spar, the two ends of the third rib of the third rib group are hinged to the third spar and the fourth spar respectively, the two ends of the fourth rib of the fourth rib group are hinged to the fourth spar and the third rear wing respectively, and the third rib and the fourth rib have the same extension direction.

[0017] As a preferred solution of the above-mentioned multi-stage rotating wing with continuous aerodynamic shape, the number of third wing ribs in the third wing rib group is multiple, and the multiple third wing ribs are arranged in parallel and at intervals; the number of fourth wing ribs in the fourth wing rib group is multiple, and the multiple fourth wing ribs are arranged in parallel and at intervals.

[0018] As a preferred solution of the above-mentioned multi-stage swing-out wing with a continuous aerodynamic shape, the third rear wing includes a fifth spar, a sixth spar, a fifth rib group and a sixth rib group, the fifth spar is arranged in parallel with the sixth spar, the two ends of the fifth rib of the fifth rib group are respectively hinged to the fifth spar and the sixth spar, and the two ends of the sixth rib of the sixth rib group are respectively hinged to the sixth spar and the aircraft base.

[0019] As a preferred solution of the above-mentioned multi-stage rotating wing with a continuous aerodynamic shape, the number of fifth ribs in the fifth wing rib group is multiple, and the multiple fifth wing ribs are arranged in parallel and at intervals; the number of sixth ribs in the sixth wing rib group is multiple, and the multiple sixth ribs are arranged in parallel and at intervals.

[0020] As a preferred solution of the above-mentioned multi-stage swing-opening wing with continuous aerodynamic shape, the air supply and control system includes a high-pressure gas storage cylinder, a four-way valve, a first solenoid valve, a second solenoid valve and a third solenoid valve, the four-way valve has a first interface, a second interface, a third interface and a fourth interface that are connected, the high-pressure gas storage cylinder is connected to the first interface, the input end and the output end of the first solenoid valve are respectively connected to the second interface and the first metal airbag, the input end and the output end of the second solenoid valve are respectively connected to the third interface and the second metal airbag, and the input end and the output end of the third solenoid valve are respectively connected to the fourth interface and the third metal airbag.

[0021] As a preferred solution of the above-mentioned multi-stage swing-open wing with continuous aerodynamic shape, the multi-stage swing-open wing with continuous aerodynamic shape also includes a first airbag support, a second airbag support and a third airbag support, the first airbag support, the second airbag support and the third airbag support are all fixedly arranged on the aircraft base, the first metal airbag is arranged on the first airbag support, the second metal airbag is arranged on the second airbag support, and the third metal airbag is arranged on the third airbag support.

[0022] As a preferred solution of the above-mentioned multi-stage swing-out wing with continuous aerodynamic shape, the multi-stage swing-out wing with continuous aerodynamic shape also includes a skin pressure plate assembly, and the skin pressure plate assembly is respectively connected to the first swing-out wing bracket, the second swing-out wing bracket and the third swing-out wing bracket, the first swing-out wing bracket, the second swing-out wing bracket and the third swing-out wing bracket are located on one side of the wing surface skin, and the skin pressure plate assembly is located on the other side of the wing surface skin.

[0023] Compared with the prior art, the multi-stage swivel wing with a continuous aerodynamic shape provided by the present invention has the following beneficial effects:

[0024] 1. The multi-stage swing-out wing with a continuous aerodynamic shape provided by the present invention has a simple structure of a driving device based on a metal airbag. The expansion of the metal airbag works on the connecting rod mechanism to drive the wing surface to deform. It occupies very little mass and space of the aircraft, has a high output power-to-volume ratio, responds quickly, and is easy to control, which is conducive to solving the problem of heavy structure of traditional deformable wing driving methods.

[0025] 2. The multi-stage rotating wing with continuous aerodynamic shape provided by the present invention utilizes a combination of multiple sets of parallelogram mechanisms and multi-stage wing leading edge connecting rods to have a multi-stage rotating wing surface structure. The multi-stage rotating wings are arranged in stages and unfolded continuously. The wing surfaces of each stage after unfolding are in the same horizontal plane. Combined with the flexible skin, the continuity of the aerodynamic shape is maintained. The aircraft has four aerodynamic shapes: fully folding wings, first-stage rotating wings, second-stage rotating wings and third-stage rotating wings, which can adapt to complex and changeable cruising conditions.

[0026] 3. The multi-stage swing-out wing with a continuous aerodynamic shape provided by the present invention has a swing-out wing mechanism at each stage. The leading edge of the wing is driven to rotate and drive two sets of parallelogram mechanisms to rotate and deform. When the deformation is in place, the connecting rod mechanism is self-locked to achieve locking in place. There is no need to add a locking mechanism. The structure is simple and the stability is high.

[0027] 4. The multi-stage swing-out wing with a continuous aerodynamic shape provided by the present invention realizes the deformation of the span, wing area and leading edge sweep angle of the wing surface, and has a high aspect ratio. When the multi-stage swing-out wing of the present invention is changed from a fully folded state to a fully unfolded state, the leading edge sweep angle is converted from 75.8° to 66.7°, the total span ratio is 2.22, and the total wing area ratio is 2.18. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0029] Figure 1 It is a structural schematic diagram of a first swing-out wing bracket, a second swing-out wing bracket and a third swing-out wing bracket of a multi-stage swing-out wing with a continuous aerodynamic shape provided by a specific embodiment of the present invention, which are all folded and have a wing surface skin;

[0030] Figure 2 It is a structural schematic diagram of a multi-stage swivel wing with a continuous aerodynamic shape provided by a specific embodiment of the present invention, in which the first swivel wing bracket is extended, the second swivel wing bracket and the third swivel wing bracket are folded, and the wing surface skin is provided;

[0031] Figure 3 yes Figure 2 The enlarged view of point A in the middle;

[0032] Figure 4 It is a structural schematic diagram of a first swing-out wing bracket, a second swing-out wing bracket and a third swing-out wing bracket of a multi-stage swing-out wing with a continuous aerodynamic shape provided by a specific embodiment of the present invention when all of them are folded;

[0033] Figure 5 It is a structural schematic diagram of a first swing-out wing bracket of a multi-stage swing-out wing with a continuous aerodynamic shape provided by a specific embodiment of the present invention, in which a second swing-out wing bracket and a third swing-out wing bracket are folded while the first swing-out wing bracket is extended;

[0034] Figure 6 It is a structural schematic diagram of an air supply and control system of a multi-stage rotating wing with a continuous aerodynamic shape provided by a specific embodiment of the present invention;

[0035] Figure 7 It is a schematic diagram of a structure in which a first swing-out wing bracket and a second swing-out wing bracket of a multi-stage swing-out wing with a continuous aerodynamic shape are extended, a third swing-out wing bracket is folded, and the wing surface skin is provided in a specific embodiment of the present invention;

[0036] Figure 8 It is a structural schematic diagram of a multi-stage swivel wing with a continuous aerodynamic shape provided by a specific embodiment of the present invention when the first swivel wing is extended and the second swivel wing bracket and the third swivel wing bracket are folded;

[0037] Fig. 9 It is a structural schematic diagram of a first swing-out wing bracket and a second swing-out wing bracket of a multi-stage swing-out wing with a continuous aerodynamic shape provided by a specific embodiment of the present invention when the third swing-out wing bracket is folded and the first swing-out wing bracket and the second swing-out wing bracket are extended;

[0038] Fig.10 It is a structural schematic diagram of a first swing-out wing bracket, a second swing-out wing bracket and a third swing-out wing bracket of a multi-stage swing-out wing with a continuous aerodynamic shape provided by a specific embodiment of the present invention, all of which are extended and have a wing surface skin;

[0039] Fig.11 It is a structural schematic diagram of a first swing-out wing bracket and a second swing-out wing bracket of a multi-stage swing-out wing with a continuous aerodynamic shape provided by a specific embodiment of the present invention when the first swing-out wing bracket and the second swing-out wing bracket are extended and the third swing-out wing bracket is folded;

[0040] Fig.12 It is a structural schematic diagram of a first swing-out wing bracket, a second swing-out wing bracket and a third swing-out wing bracket of a multi-stage swing-out wing with a continuous aerodynamic shape provided by a specific embodiment of the present invention when all of them are extended;

[0041] Fig.13 is a schematic structural diagram of a first metal airbag with a multi-stage swivel-open wing having a continuous aerodynamic shape provided by a specific embodiment of the present invention when not inflated, taken from a first viewing angle;

[0042] Fig.14 is a schematic structural diagram of a first metal airbag with a multi-stage swivel wing having a continuous aerodynamic shape provided by a specific embodiment of the present invention when not inflated, taken from a second viewing angle;

[0043] Fig.15 It is a schematic structural diagram of a first metal airbag after inflation with multi-stage swivel wings having a continuous aerodynamic shape provided by a specific embodiment of the present invention.

[0044] In the figure:

[0045] 1. First swing-out wing bracket; 101. First wing leading edge; 102. First wing spar; 103. Second wing spar; 104. First wing rib; 105. Second wing rib; 106. First metal airbag; 107. First airbag support; 1061. Airbag nozzle;

[0046] 2. Second swing-out wing bracket; 201. Second wing leading edge; 202. Third wing spar; 203. Fourth wing spar; 204. Third wing rib; 205. Fourth wing rib; 206. Second metal airbag; 207. Second airbag support;

[0047] 3. Third swing-out wing bracket; 301. Third wing leading edge; 302. Fifth wing spar; 303. Sixth wing spar; 304. Fifth wing rib; 305. Sixth wing rib; 306. Third metal airbag; 307. Third airbag support;

[0048] 4. Aircraft base;

[0049] 5. Gas supply and control system; 501. High-pressure gas storage cylinder; 502. Four-way valve; 503. First solenoid valve; 504. Second solenoid valve; 505. Third solenoid valve;

[0050] 6. Wing skin;

[0051] 7. Skin pressure plate assembly;

[0052] 8. Weld. DETAILED DESCRIPTION

[0053] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely explain the technical solutions in the embodiments of the present invention. It should be noted that the embodiments of the present invention and the features in the embodiments can be combined with each other without conflict, and the described embodiments are only part of the embodiments of the present invention, not all of the embodiments.

[0054] In the description of the present invention, unless otherwise clearly specified and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0055] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0056] In the description of this embodiment, the terms "upper", "lower", "right" and other directions or positional relationships are based on the directions or positional relationships shown in the drawings, and are only for the convenience of description and simplified operation, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning.

[0057] See also Figure 1-15The present embodiment is described. The present invention provides a multi-stage swing-out wing with a continuous aerodynamic shape, comprising an aircraft base 4, a first swing-out wing bracket 1, a second swing-out wing bracket 2, a third swing-out wing bracket 3, an air supply and control system 5 and a wing skin 6. The first swing-out wing bracket 1 comprises a first metal airbag 106, a first wing leading edge 101 and a first rear wing. One end of the first wing leading edge 101 is hinged to the aircraft base 4 at a first hinge point, and the other end is hinged to the first rear wing. The first metal airbag 106 is located below the first wing leading edge 101 and can drive the first wing leading edge 101 to rotate around the first hinge point, so that the first wing leading edge 101 drives the first rear wing to extend; the second swing-out wing bracket 2 comprises a second metal airbag 206, a second wing leading edge 201 and a second rear wing. One end of the second wing leading edge 201 is hinged to the aircraft base 4 at a second hinge point, and the other end is hinged to the second The rear wing is hinged, and the second metal airbag 206 is located below the second wing leading edge 201, and can drive the second wing leading edge 201 to rotate around the second hinge point, so that the second wing leading edge 201 drives the second rear wing to extend; the third swing-out wing bracket 3 includes a third metal airbag 306, a third wing leading edge 301 and a third rear wing, one end of the third wing leading edge 301 is hinged to the aircraft base 4 at the third hinge point, and the other end is hinged to the third rear wing, the third metal airbag 306 is located below the third wing leading edge 301, and can drive the third wing leading edge 301 to rotate around the third hinge point, so that the third wing leading edge 301 drives the third rear wing to extend; the air supply and control system 5 can control the inflation of the first metal airbag 106, the second metal airbag 206 and the third metal airbag 306; the wing skin 6 is connected to the first swing-out wing bracket 1, the second swing-out wing bracket 2 and the third swing-out wing bracket 3.

[0058] The multi-stage swing-out wing with continuous aerodynamic shape, the first metal airbag 106 is the driving unit of the first swing-out wing bracket 1, the first wing leading edge 101 is the driving rod of the first swing-out wing bracket 1, before the first swing-out wing bracket 1 is swing-out, the second swing-out wing bracket 2 and the third swing-out wing bracket 3 are kept in a fixed folding state, so the second swing-out wing bracket 2 is equivalent to the frame of the first swing-out wing bracket 1, when the aircraft issues an instruction to swing out the first swing-out wing bracket 1, the first metal airbag 106 expands rapidly, the upper side wall of the first metal airbag 106 is always in contact with the first wing leading edge 101 and transmits impulse, under the drive of the first metal airbag 106, the first wing leading edge 101 rotates clockwise around the first hinge point, driving the first rear wing to extend. When the first metal airbag 106 is pressurized and expanded to the full extent, the first wing leading edge 101 is unfolded to the maximum opening angle, and the first swing-out wing bracket 1 is unfolded to the full extent and is in the self-locking state of the connecting rod mechanism. Similar to the first wing swing bracket 1, when the aircraft working condition further changes, according to the instruction, the second wing swing bracket 2 swings the wing surface under the driving action of the second metal airbag 206, and the third wing swing bracket 3 swings the wing surface under the driving action of the third metal airbag 306. At this point, the three-stage swing wing surface is fully deployed, realizing the three-stage controllable wing surface rapid driven autonomous deformation. In each stage of the wing surface swing deformation, the leading edge of the wing rotates clockwise with the drive of the metal airbag, driving the rear wing to extend. In this process, the three important wing surface aerodynamic parameters of the wing span, area and leading edge sweep angle are coupled and changed.

[0059] The multi-stage swivel wing with continuous aerodynamic shape drives the deformation of the wing surface by expanding the metal airbag to work on the connecting rod mechanism. This driving method has a simple structure, very little mass and space occupation of the aircraft, high output power volume ratio, fast response, and easy control. In addition, the multi-stage swivel wing is arranged in stages and unfolded continuously, and a wing surface structure that can be swivel-locked in multiple stages is proposed. The aircraft has at least four aerodynamic shapes under different flight conditions: fully folded wings, first-stage swivel wings, second-stage swivel wings, and third-stage swivel wings, so as to achieve multi-stage control of the aerodynamic shape of the aircraft and adapt to more complex cruising space. In addition, the high-expansion-contraction ratio deformation of the span, wing area, and leading edge sweep angle of each stage of the wing surface can be achieved, and the excellent aerodynamic shape is maintained in combination with the flexible wing surface skin 6. From the fully folded to the fully unfolded state, the leading edge sweep angle of the multi-stage swivel wing is converted from 75.8° to 66.7°, the total span ratio is 2.22, and the total wing area ratio is 2.18.

[0060] Optionally, the wing skin 6 is made of a flexible material. The wing skin 6 is flexible, so that the wing skin 6 can be stretched or folded along with the first wing bracket 1, the second wing bracket 2 and the third wing bracket 3. In this embodiment, the wing skin 6 is made of a high temperature resistant flexible material.

[0061] The initial structure of the first metal airbag 106 before inflation is flat, and it needs to be formed by stacking and welding two layers of metal foil through a specific welding process. A hole is opened at the geometric center of the air intake side and a threaded airbag mouth 1061 is welded, thereby forming a double-layer thin-wall pillow-shaped metal bag structure with single-sided air intake. When filled with high-pressure gas, the first metal airbag 106 expands rapidly and transmits the pressure to the leading edge 101 of the first wing, driving the leading edge 101 of the first wing to rotate, and then driving the first rear wing to rotate. In order to improve the mechanical properties and driving characteristics of the first metal airbag 106 after inflation, the opposite sides of the initial structure of the first metal airbag 106 are designed to be concave arcs or other special curves. The second metal airbag 206, the third metal airbag 306 and the first metal airbag 106 have the same structure.

[0062] Optionally, the gas supply and control system 5 includes a high-pressure gas cylinder 501, a four-way valve 502, a first solenoid valve 503, a second solenoid valve 504 and a third solenoid valve 505, the four-way valve 502 has a first interface, a second interface, a third interface and a fourth interface that are connected, the high-pressure gas cylinder 501 is connected to the first interface, the input end and the output end of the first solenoid valve 503 are respectively connected to the second interface and the first metal airbag 106, the input end and the output end of the second solenoid valve 504 are respectively connected to the third interface and the second metal airbag 206, and the input end and the output end of the third solenoid valve 505 are respectively connected to the fourth interface and the third metal airbag 306.

[0063] The high-pressure gas cylinder 501 and the four-way valve 502 are arranged in a fixed installation space inside the aircraft base 4. The high-pressure gas cylinder 501 provides a high-pressure gas loading source for the first metal airbag 106, the second metal airbag 206 and the third metal airbag 306. When the first solenoid valve 503 is opened, the high-pressure gas cylinder 501 is connected to the first metal airbag 106; when the second solenoid valve 504 is opened, the high-pressure gas cylinder 501 is connected to the second metal airbag 206; when the third solenoid valve 505 is opened, the high-pressure gas cylinder 501 is connected to the third metal airbag 306. The solenoid valve has an electrical connection line, which can be connected to the aircraft control center.

[0064] Optionally, the first rear wing includes a first spar 102, a second spar 103, a first rib group and a second rib group, the first wing leading edge 101 is hinged to the first spar 102, the first spar 102 and the second spar 103 are arranged in parallel, the two ends of the first rib 104 of the first rib group are hinged to the first spar 102 and the second spar 103 respectively, the two ends of the second rib 105 of the second rib group are hinged to the second spar 103 and the second rear wing respectively, and the first rib 104 and the second rib 105 have the same extension direction.

[0065] Optionally, the number of the first ribs 104 of the first rib group is multiple, and the multiple first ribs 104 are arranged in parallel and at intervals; the number of the second ribs 105 of the second rib group is multiple, and the multiple second ribs 105 are arranged in parallel and at intervals. In this embodiment, the number of the first ribs 104 and the second ribs 105 is 3, and in other embodiments, the number of the first ribs 104 and the second ribs 105 is not less than 3.

[0066] The right end of the first wing leading edge 101 is connected to the hinge seat by bolts, and the hinge seat is fixed on the aircraft base 4, so that the first wing leading edge 101 is hinged to the aircraft base 4. The first wing rib group includes a plurality of parallel and equal-length first wing ribs 104, and the second wing rib group includes a plurality of parallel and equal-length second wing ribs 105, which are all hinged through the hinge seat. The left and right ends below the first spar 102 are hinged to one end of the leftmost first rib 104 and the rightmost first rib 104 in the first rib group, respectively, and the left and right ends above the second spar 103 are hinged to the other ends of the leftmost first rib 104 and the rightmost first rib 104 in the first rib group, respectively. At this time, the first spar 102, the rightmost first rib 104 of the first wing rib group, the second spar 103 and the leftmost first rib 104 of the first wing rib group form a parallelogram structure, and the remaining first ribs 104 in the first wing rib group are also hingedly arranged in the middle position below the first spar 102 and above the second spar 103, forming a plurality of closed parallelogram support frames to improve the airfoil stiffness. Similarly, the two leftmost and rightmost second ribs 105 in the second wing rib group are hinged with the second wing spar 103 and the third wing spar to form a parallelogram structure, and the remaining second wing ribs 105 are arranged in the middle position below the second wing spar 103 and above the third wing spar 202 to form a plurality of closed parallelogram support frames.

[0067] The deformation mechanism of the first swing-out wing bracket 1 is as follows: when the aircraft issues a command to swing out the first swing-out wing bracket 1, an electrical signal is transmitted to the first solenoid valve 503, and the first solenoid valve 503 opens the connecting pipeline between the high-pressure gas cylinder 501 and the first metal airbag 106. The high-pressure gas in the high-pressure gas cylinder 501 enters the first metal airbag 106 through the gas pipeline and rapidly expands the first metal airbag 106. The upper side wall of the first metal airbag 106 is always in contact with the first wing leading edge 101 and transmits impulse. Driven by the first metal airbag 106, the first wing leading edge 101 rotates clockwise around the first hinge point, driving the first wing beam 102 and the second wing beam 103 to translate obliquely upward, and in conjunction with it, the first wing rib group rotates clockwise while the second wing rib group rotates counterclockwise. When the first metal airbag 106 is pressurized and expanded to the full extent, the first wing leading edge 101 is unfolded to the maximum opening angle, and at this time, the first wing rib 104 is in line with the second wing rib 105 at the corresponding position. At this point, the first swing-open wing bracket 1 is unfolded into place and is in a self-locking state of the mechanism.

[0068] Before the first wing bracket 1 is unfolded, the sweep angle α1 of the leading edge 101 of the first wing is 75.8°, and the span is l 1a is 140mm, the skin projection area S 1a 328401.71mm 2 After the first wing bracket 1 is unfolded, the sweep angle β1 of the leading edge 101 of the first wing is 69.7°, and the span is l 1b is 312.13mm, and the skin projection area S 1b 665521.54mm 2 The sweep angle changes to -6.1°, the aspect ratio of the span is 2.23, and the aspect ratio of the wing area is 2.03.

[0069] Optionally, the second rear wing includes a third spar 202, a fourth spar 203, a third rib group and a fourth rib group, the third spar 202 is arranged in parallel with the fourth spar 203, the two ends of the third rib 204 of the third rib group are hinged to the third spar 202 and the fourth spar 203 respectively, the two ends of the fourth rib 205 of the fourth rib group are hinged to the fourth spar 203 and the third rear wing respectively, and the third rib 204 and the fourth rib 205 have the same extension direction.

[0070] Optionally, the third rib group includes a plurality of third ribs 204, which are arranged in parallel and at intervals; the fourth rib group includes a plurality of fourth ribs 205, which are arranged in parallel and at intervals. In this embodiment, the number of the third ribs 204 and the fourth ribs 205 is 3, and in other embodiments, the number of the third ribs 204 and the fourth ribs 205 is not less than 3.

[0071] Similar to the first swing-out wing bracket 1, the right end of the second wing leading edge 201 is connected to the hinge seat by bolts, and the hinge seat is fixedly connected to the aircraft base 4, so that the second wing leading edge 201 is hinged to the aircraft base 4. The second wing leading edge 201 is the driving rod of the second swing-out wing bracket 2. Before the second swing-out wing bracket 2 is swing-out, the third swing-out wing bracket 3 remains in a folded state, so the fifth wing beam 302 of the third swing-out wing bracket 3 is equivalent to the frame of the second swing-out wing bracket 2. The third wing rib group includes a plurality of parallel and equal-length third wing ribs 204, and the fourth wing rib group includes a plurality of parallel and equal-length fourth wing ribs 205. Both ends of each wing rib are hinged by the hinge seat. The leftmost and rightmost third wing ribs 204 in the third wing rib group are hinged. A parallelogram structure is formed with the third wing beam 202 and the fourth wing beam, and the remaining third ribs 204 are arranged in the middle position below the third wing beam 202 and above the fourth wing beam 203 to form a plurality of closed parallelogram support frames; the leftmost and rightmost ribs in the fourth wing rib group form a parallelogram structure with the fourth wing beam 203 and the fifth wing beam in a hinged form, and the remaining fourth ribs 205 are arranged in the middle position below the fourth wing beam 203 and above the fifth wing beam 302 to form a plurality of closed parallelogram support frames.

[0072] The deformation mechanism of the second swing-open wing bracket 2 is as follows: when the aircraft issues an instruction to swing open the second swing-open wing bracket 2, an electrical signal is transmitted to the second solenoid valve 504, and the second solenoid valve 504 opens the connecting pipeline between the high-pressure gas cylinder 501 and the second metal airbag 206. The high-pressure gas in the high-pressure gas cylinder 501 enters the second metal airbag 206 and rapidly expands the second metal airbag 206. The upper side wall of the second metal airbag 206 is always in contact with the second wing leading edge 201 and transmits impulse. Driven by the second metal airbag 206, the second wing leading edge 201 rotates clockwise around the second hinge point, driving the third wing beam 202 and the fourth wing beam 203 to translate obliquely upward. In conjunction with this, the third wing rib group rotates clockwise while the fourth wing rib group rotates counterclockwise. When the second metal airbag 206 is inflated and expanded to its full position, the second wing leading edge 201 is unfolded to its maximum opening angle, at which time the first wing rib 104, the second wing rib 105, the third wing rib 204 and the fourth group of wing ribs at the corresponding positions are in line, and the second swing-out wing bracket 2 is unfolded to its full position and in a self-locking state. At this point, the second swing-out wing bracket 2 is also unfolded to its full position and in a self-locking state.

[0073] Before the second wing bracket 2 is unfolded, the sweep angle α2 of the second wing leading edge 201 is 76.7°, and the span is l 2a is 140mm, the skin projection area S 2a 199729.44mm 2 After the second wing bracket 2 is unfolded, the sweep angle β2 of the second wing leading edge 201 is 67.1°, and the span is l 2bis 311.16mm, and the skin projection area S 2b 460119.64mm 2 The sweep angle changes to -9.6°, the aspect ratio of the span is 2.22, and the aspect ratio of the wing area is 2.30.

[0074] Optionally, the third rear wing includes a fifth spar 302, a sixth spar 303, a fifth rib group and a sixth rib group, the fifth spar 302 is arranged in parallel with the sixth spar 303, the two ends of the fifth rib 304 of the fifth rib group are hinged to the fifth spar 302 and the sixth spar 303 respectively, and the two ends of the sixth rib 305 of the sixth rib group are hinged to the sixth spar 303 and the aircraft base 4 respectively.

[0075] Optionally, the fifth rib group includes a plurality of fifth ribs 304, which are arranged in parallel and at intervals; the sixth rib group includes a plurality of sixth ribs 305, which are arranged in parallel and at intervals. In this embodiment, the number of the fifth rib 304 and the number of the sixth rib 305 are 3, and in other embodiments, the number of the fifth rib 304 and the number of the sixth rib 305 are not less than 3.

[0076] Similar to the first swing-out wing bracket 1, the right end of the third wing leading edge 301 is connected to the hinge seat by bolts, and the hinge seat is fixed to the aircraft base 4, so that the third wing leading edge 301 is hinged to the aircraft base 4. The third wing leading edge 301 is the driving rod of the third swing-out wing bracket 3. Before the third swing-out wing bracket 3 is swing-out, the aircraft base 4 is equivalent to the frame of the third swing-out wing bracket 3. The fifth wing rib group includes a plurality of parallel and equal-length fifth wing ribs 304, and the sixth wing rib group includes a plurality of parallel and equal-length sixth wing ribs 305. Both ends of each wing rib are hinged by the hinge seat. The leftmost and rightmost fifth wing ribs 304 in the fifth wing rib group are hinged to form parallel with the fifth wing beam 302 and the sixth wing beam. The remaining fifth wing ribs 304 are arranged in the middle position below the fifth wing beam 302 and above the sixth wing beam 303 to form a plurality of closed parallelogram support frames; the leftmost and rightmost sixth wing ribs 305 in the sixth wing rib group are hinged with the sixth wing beam 303 and the aircraft base 4 to form a parallelogram mechanism, and the remaining sixth wing ribs 305 are arranged in the middle position below the sixth wing beam 303 and above the aircraft base 4 to form a plurality of closed parallelogram support frames.

[0077] The deformation mechanism of the third swing-open wing bracket 3 is as follows: when the aircraft issues an instruction to swing the third swing-open wing bracket 3, an electrical signal is transmitted to the third solenoid valve 505, and the third solenoid valve 505 opens the connecting pipeline between the high-pressure gas cylinder 501 and the third metal airbag 306. The high-pressure gas in the high-pressure gas cylinder 501 enters the third metal airbag 306 and rapidly expands the third metal airbag 306. The upper side wall of the third metal airbag 306 is always in contact with the third wing leading edge 301 and transmits impulse. Driven by the third metal airbag 306, the third wing leading edge 301 rotates clockwise around the third hinge point, driving the fifth wing beam 302 and the sixth wing beam 303 to translate obliquely upward. In conjunction with this, the fifth wing rib group rotates clockwise while the sixth wing rib group rotates counterclockwise. When the third metal airbag 306 is inflated and expanded into place, the third wing leading edge 301 is unfolded to the maximum angle. At this time, the first wing rib 104, the second wing rib 105, the third wing rib 204, the fourth wing rib 205, the fifth wing rib 304 and the sixth group of wing ribs at the corresponding positions are in line. At this point, the third swing-open wing bracket 3 is also unfolded into place and is in a self-locking state of the mechanism.

[0078] Before the third wing bracket 3 is unfolded, the sweep angle α3 of the leading edge 301 of the third wing is 77.8°, and the span is l 3a is 137.27mm, and the skin projection area S a3 110959.56mm 2 After the third wing bracket 3 is unfolded, the sweep angle β3 of the leading edge of the third wing 3 is 66.7°, and the span is l 3b is 310.80mm, and the skin projection area S b3 269758.54mm 2 The sweep angle changes to -11.1°, the aspect ratio of the span is 2.22, and the aspect ratio of the wing area is 2.43.

[0079] The first swing-out wing bracket 1, the second swing-out wing bracket 2 and the third swing-out wing bracket 3 are changed from fully folded to fully unfolded, and the leading edge sweep angle is changed from 75.8° to 66.7°, the total span ratio is 2.22, and the total span ratio of the wing area is 2.18. In each stage of the wing surface swing-out deformation, the leading edge of the wing rotates clockwise driven by the metal airbag, driving the three parallelogram mechanisms to rotate in the clockwise and counterclockwise directions respectively. In this process, the three important wing surface aerodynamic parameters of the wing span, area and leading edge sweep angle are coupled and changed. Finally, the hypotenuses of the six groups of parallelogram mechanisms of each stage of the wing surface are correspondingly collinear, and the leading edges of each stage of the wing are parallel to each other.

[0080] Optionally, the multi-stage swing-open wing with a continuous aerodynamic shape also includes a first airbag support 107, a second airbag support 207 and a third airbag support 307. The first airbag support 107, the second airbag support 207 and the third airbag support 307 are all fixedly arranged on the aircraft base 4, the first metal airbag 106 is arranged on the first airbag support 107, the second metal airbag 206 is arranged on the second airbag support 207, and the third metal airbag 306 is arranged on the third airbag support 307.

[0081] The first airbag support 107 is fixed to the aircraft base 4 and is located near the first hinge point. Its function is to install and constrain the first metal airbag 106. The upper surface of the first airbag support 107 is parallel to the first wing leading edge 101 before deployment. The first airbag support 107 has a through slot at the corresponding position. The airbag mouth 1061 of the first metal airbag 106 can be inserted into the through slot to fix the first metal airbag 106 and the first airbag support 107. There is a rigid constraint between the two, and they are always fixed to the aircraft base 4. Similarly, the function of the second airbag support 207 is to install and constrain the second metal airbag 206, and the function of the third airbag support 307 is to install and constrain the third metal airbag 306.

[0082] Optionally, the multi-stage swing-out wing with a continuous aerodynamic shape also includes a skin pressure plate assembly 7, which is respectively connected to the first swing-out wing bracket 1, the second swing-out wing bracket 2 and the third swing-out wing bracket 3, the first swing-out wing bracket 1, the second swing-out wing bracket 2 and the third swing-out wing bracket 3 are located on one side of the wing surface skin 6, and the skin pressure plate assembly 7 is located on the other side of the wing surface skin 6.

[0083] The skin pressure plate assembly 7 is used to fix the wing surface skin 6. A countersunk hole is provided on the surface of the skin pressure plate assembly 7, thereby pressing the wing surface skin 6 against the sides of the first swing-out wing bracket 1, the second swing-out wing bracket 2 and the third swing-out wing bracket 3 in cooperation with bolt connections, etc., to form a closed wing surface, thereby maintaining the continuity of the aerodynamic surface of the deformable wing aircraft. It can be understood that the skin pressure plate assembly 7 is a group of thin-walled parts, which are respectively arranged corresponding to the first wing leading edge 101, the second wing leading edge 201, the third wing leading edge 301, the first wing spar 102, the second wing spar 103, the third wing spar 202, the fourth wing spar 203, the fifth wing spar 302 and the sixth wing spar 303; the first wing leading edge 101, the second wing leading edge 201, the third wing leading edge 301, the first wing spar 102, the second wing spar 103, the third wing spar 202, the fourth wing spar 203, the fifth wing spar 302 and the sixth wing spar 303 are located on one side of the wing skin 6, and the skin pressure plate assembly 7 is located on the other side of the wing skin 6.

[0084] Obviously, the embodiments of the present invention disclosed above are only used to help illustrate the present invention. The embodiments do not describe all the details in detail, nor do they limit the invention to specific implementation methods. According to the content of this specification, many modifications and changes can be made. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present invention, so that those skilled in the art can understand and use the present invention well. It is not necessary and impossible to list all the implementation methods here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the claims of the present invention.

Claims

1. A multi-stage swivel wing with a continuous aerodynamic shape, characterized in that: include: Aircraft base (4); A first swing-out wing bracket (1) comprises a first metal airbag (106), a first wing leading edge (101) and a first rear wing, wherein one end of the first wing leading edge (101) is hinged to the aircraft base (4) at a first hinge point, and the other end is hinged to the first rear wing, the first metal airbag (106) is located below the first wing leading edge (101) and can drive the first wing leading edge (101) to rotate around the first hinge point, so that the first wing leading edge (101) drives the first rear wing to extend; A second swing-out wing bracket (2) comprises a second metal airbag (206), a second wing leading edge (201) and a second rear wing, wherein one end of the second wing leading edge (201) is hinged to the aircraft base (4) at a second hinge point, and the other end is hinged to the second rear wing, and the second metal airbag (206) is located below the second wing leading edge (201) and can drive the second wing leading edge (201) to rotate around the second hinge point, so that the second wing leading edge (201) drives the second rear wing to extend; A third swing-out wing bracket (3) comprises a third metal airbag (306), a third wing leading edge (301) and a third rear wing, wherein one end of the third wing leading edge (301) is hinged to the aircraft base (4) at a third hinge point, and the other end is hinged to the third rear wing, and the third metal airbag (306) is located below the third wing leading edge (301) and can drive the third wing leading edge (301) to rotate around the third hinge point, so that the third wing leading edge (301) drives the third rear wing to extend; An air supply and control system (5) capable of controlling the inflation of the first metal airbag (106), the second metal airbag (206) and the third metal airbag (306); The wing surface skin (6) is connected to the first swivel-open wing bracket (1), the second swivel-open wing bracket (2) and the third swivel-open wing bracket (3).

2. The multi-stage swivel wing with continuous aerodynamic shape according to claim 1, characterized in that: The first rear wing comprises a first spar (102), a second spar (103), a first rib group and a second rib group. The first wing leading edge (101) is hinged to the first spar (102). The first spar (102) and the second spar (103) are arranged in parallel. The two ends of a first rib (104) of the first rib group are hinged to the first spar (102) and the second spar (103) respectively. The two ends of a second rib (105) of the second rib group are hinged to the second spar (103) and the second rear wing respectively. The first rib (104) and the second rib (105) have the same extension direction.

3. The multi-stage swivel wing with continuous aerodynamic shape according to claim 2, characterized in that: The number of the first ribs (104) of the first rib group is multiple, and the multiple first ribs (104) are arranged in parallel and at intervals; the number of the second ribs (105) of the second rib group is multiple, and the multiple second ribs (105) are arranged in parallel and at intervals.

4. The multi-stage swivel wing with continuous aerodynamic shape according to claim 1, characterized in that: The second rear wing comprises a third spar (202), a fourth spar (203), a third rib group and a fourth rib group, wherein the third spar (202) is arranged in parallel with the fourth spar (203), two ends of a third rib (204) of the third rib group are respectively hinged to the third spar (202) and the fourth spar (203), two ends of a fourth rib (205) of the fourth rib group are respectively hinged to the fourth spar (203) and the third rear wing, and the third rib (204) and the fourth rib (205) have the same extension direction.

5. The multi-stage swivel wing with continuous aerodynamic shape according to claim 4, characterized in that: The third rib group includes a plurality of third ribs (204), and the plurality of third ribs (204) are arranged in parallel and at intervals; the fourth rib group includes a plurality of fourth ribs (205), and the plurality of fourth ribs (205) are arranged in parallel and at intervals.

6. The multi-stage swivel wing with continuous aerodynamic shape according to claim 1, characterized in that: The third rear wing comprises a fifth wing beam (302), a sixth wing beam (303), a fifth wing rib group and a sixth wing rib group, wherein the fifth wing beam (302) is arranged in parallel with the sixth wing beam (303), the two ends of the fifth wing rib (304) of the fifth wing rib group are respectively hinged to the fifth wing beam (302) and the sixth wing beam (303), and the two ends of the sixth wing rib (305) of the sixth wing rib group are respectively hinged to the sixth wing beam (303) and the aircraft base (4).

7. The multi-stage swivel wing with continuous aerodynamic shape according to claim 6, characterized in that: The fifth rib group includes a plurality of fifth ribs (304), and the plurality of fifth ribs (304) are arranged in parallel and at intervals; the sixth rib group includes a plurality of sixth ribs (305), and the plurality of sixth ribs (305) are arranged in parallel and at intervals.

8. The multi-stage swivel wing with continuous aerodynamic shape according to claim 1, characterized in that: The gas supply and control system (5) comprises a high-pressure gas cylinder (501), a four-way valve (502), a first solenoid valve (503), a second solenoid valve (504) and a third solenoid valve (505); the four-way valve (502) has a first interface, a second interface, a third interface and a fourth interface which are connected to each other; the high-pressure gas cylinder (501) is connected to the first interface; the input end and the output end of the first solenoid valve (503) are connected to the second interface and the first metal airbag (106) respectively; the input end and the output end of the second solenoid valve (504) are connected to the third interface and the second metal airbag (206) respectively; the input end and the output end of the third solenoid valve (505) are connected to the fourth interface and the third metal airbag (306) respectively.

9. The multi-stage swivel wing with continuous aerodynamic shape according to claim 1, characterized in that: It also includes a first airbag support (107), a second airbag support (207) and a third airbag support (307), wherein the first airbag support (107), the second airbag support (207) and the third airbag support (307) are all fixedly arranged on the aircraft base (4), the first metal airbag (106) is arranged on the first airbag support (107), the second metal airbag (206) is arranged on the second airbag support (207), and the third metal airbag (306) is arranged on the third airbag support (307).

10. The multi-stage swivel wing with continuous aerodynamic shape according to claim 1, characterized in that: It also includes a skin pressure plate assembly (7), which is respectively connected to the first swing-out wing bracket (1), the second swing-out wing bracket (2) and the third swing-out wing bracket (3), the first swing-out wing bracket (1), the second swing-out wing bracket (2) and the third swing-out wing bracket (3) are located on one side of the wing surface skin (6), and the skin pressure plate assembly (7) is located on the other side of the wing surface skin (6).

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