A multi-stage rotating wing with a continuous aerodynamic shape

Abstract

The present invention proposes a multi-stage swivel wing with a continuous aerodynamic shape, belonging to the field of aircraft. It includes an aircraft base, a first swivel wing bracket, a second swivel wing bracket, a third swivel wing bracket, an air supply and control system, and a wing skin. The two ends of the first wing's leading edge are respectively hinged to the aircraft base and the first rear wing. A first metal airbag can drive the first wing's leading edge to rotate, causing the first rear wing to extend. The two ends of the second wing's leading edge are respectively hinged to the aircraft base and the second rear wing. The second metal airbag can drive the second wing's leading edge to rotate, causing the second wing's leading edge to drive the second rear wing to extend. The two ends of the third wing's leading edge are respectively hinged to the aircraft base and the third rear wing. The third metal airbag is located below the third wing's leading edge and can drive the third wing's leading edge to rotate, causing the third rear wing to extend. The multi-stage swivel wing can drive the wing surface to deform in multiple stages, solving problems such as heavy drive and transmission devices for deformable wings, low wing deformation expansion and contraction ratio, and poor continuity of the aerodynamic shape of multi-stage deformable wing surfaces.

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 modern aviation and space industries, morphing wing technology is gaining increasing attention to adapt to diverse flight environments and mission requirements. Traditional fixed-wing designs no longer meet the demands for more efficient and flexible flight in certain performance metrics, such as high- and low-speed compatibility, maneuverability, and payload adaptability. Morphing wing aircraft can actively adapt their wing profile to varying flight environments, ensuring optimal flight performance throughout the various flight phases. This improves environmental adaptability and enables them to meet a wide range of multi-mission requirements. These technologies hold great potential for development and application in aerospace, defense, and civilian applications.

[0003] One of the main design difficulties of morphing wings is that when an aircraft cruises at high speed, the wing's shape changes, accompanied by external aerodynamic loads. This places extremely high demands on the output energy efficiency and response speed of the drive device during the deformation process. Traditional drive systems based on motors and hydraulics often involve complex mechanical transmission systems, which increase the system's weight and maintenance difficulty, and the response speed is insufficient to meet the needs of certain extreme missions. Therefore, the existing morphing wing system design generally suffers from the problem of heavy drive and transmission structure. In some existing technologies, after the wing surface is deformed into place, it must be locked in place using a locking mechanism. While achieving the wing surface deformation function, it also significantly 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 surface to a certain extent, the wing surface deformation forms are relatively few and the expansion and contraction of the wing surface before and after deformation is relatively low. At the same time, most existing morphing wing technologies find it difficult to control 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 the 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 drive and transmission devices, low airfoil deformation aspect ratio, and poor continuity of the aerodynamic shape of the multi-stage morphing airfoil. Summary of the Invention

[0006] To address the problems of existing morphing wing technologies, such as the inability to simultaneously address the heavy drive and transmission devices, the low aspect ratio of the wing surface, and the poor continuity of the aerodynamic shape of the multi-stage morphing wing, 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 rotating wing with a continuous aerodynamic shape, comprising:

[0008] Aircraft base;

[0009] a first swing-out wing bracket, comprising 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 being located below the first wing leading edge and capable of driving the first wing leading edge to rotate about the first hinge point, thereby causing the first wing leading edge to drive the first rear wing to extend;

[0010] a second swing-out wing bracket, comprising 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 being located below the second wing leading edge and capable of driving the second wing leading edge to rotate about the second hinge point, thereby causing the second wing leading edge to drive the second rear wing to extend;

[0011] a third swing-out wing bracket, comprising 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, the third metal airbag being located below the third wing leading edge and capable of driving the third wing leading edge to rotate about the third hinge point, thereby causing the third wing leading edge to drive 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 swivel-open wing bracket, the second swivel-open wing bracket and the third swivel-open 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 spar, a second spar, a first rib group and a second rib group, the first wing leading edge is hinged to the first spar, the first spar and the second spar are arranged in parallel, the two ends of the first rib of the first rib group are hinged to the first spar and the second spar respectively, the two ends of the second rib of the second rib group are hinged to the second spar and the second rear wing respectively, and the first rib and the second rib have the same extension direction.

[0015] As a preferred solution of the above-mentioned multi-stage rotating wing with a continuous aerodynamic shape, the number of first ribs in the first rib group is multiple, and the multiple first ribs are arranged in parallel and at intervals; the number of second ribs in the second rib group is multiple, and the multiple second 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 parallel to 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 a continuous aerodynamic shape, the number of third ribs in the third rib group is multiple, and the multiple third ribs are arranged in parallel and at intervals; the number of fourth ribs in the fourth rib group is multiple, and the multiple fourth 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 parallel to the sixth spar, and the two ends of the fifth rib of the fifth rib group are hinged to the fifth spar and the sixth spar respectively, and the two ends of the sixth rib of the sixth rib group are hinged to the sixth spar and the aircraft base respectively.

[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 rib group is multiple, and the multiple fifth ribs are arranged in parallel and at intervals; the number of sixth ribs in the sixth 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 wings with continuous aerodynamic shape, the air supply and control system includes a high-pressure gas 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 cylinder is connected to the first interface, the input and output ends of the first solenoid valve are respectively connected to the second interface and the first metal airbag, the input and output ends of the second solenoid valve are respectively connected to the third interface and the second metal airbag, and the input and output ends 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 rotating wing with a continuous aerodynamic shape, the multi-stage rotating wing with a 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 rotating wing with a continuous aerodynamic shape, the multi-stage rotating wing with a continuous aerodynamic shape also includes a skin pressure plate assembly, which is respectively connected to the first rotating wing bracket, the second rotating wing bracket and the third rotating wing bracket, the first rotating wing bracket, the second rotating wing bracket and the third rotating wing bracket are located on one side of the wing skin, and the skin pressure plate assembly is located on the other side of the wing 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 rotating wing with a continuous aerodynamic shape provided by the present invention has a simple driving structure based on a metal airbag. The expansion of the metal airbag causes work to be applied to the connecting rod mechanism, thereby driving the wing surface to deform. It has extremely small mass and space occupation of the aircraft, a high output power-to-volume ratio, a fast response, and is easy to control, which helps to solve the problem of the heavy structure of traditional deformable wing driving methods.

[0025] 2. The multi-stage rotating wing with a 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. After unfolding, the wing surfaces of each stage are on 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 present invention provides a multi-stage rotating wing with a continuous aerodynamic shape. In each stage of the rotating wing mechanism, the leading edge of the wing rotates under the drive, driving the 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, without the need for an additional locking mechanism. The structure is simple and the stability is high.

[0027] 4. The multi-stage rotating 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 rotating wing of the present invention is fully folded to fully unfolded, 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, which constitute part of the present invention, are provided to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are provided to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0029] Figure 1 This is a schematic structural diagram of a multi-stage swivel wing with a continuous aerodynamic shape provided by a specific embodiment of the present invention, wherein the first swivel wing bracket, the second swivel wing bracket, and the third swivel wing bracket are all folded and have an airfoil skin;

[0030] Figure 2 This is a schematic diagram of a structure 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 skin is provided;

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

[0032] Figure 4 2 is a schematic structural diagram of a first swing-out wing bracket, a second swing-out wing bracket, and a third swing-out wing bracket with multi-stage swing-out wings having a continuous aerodynamic shape provided by a specific embodiment of the present invention when all of them are folded;

[0033] Figure 5 2. It is a schematic structural diagram of a multi-stage swing-out wing with a continuous aerodynamic shape provided by a specific embodiment of the present invention, in which the first swing-out wing bracket is extended and the second swing-out wing bracket and the third swing-out wing bracket are folded;

[0034] Figure 6 Schematic diagram of the structure of the air supply and control system of the multi-stage rotating wings with continuous aerodynamic shape provided by a specific embodiment of the present invention;

[0035] Figure 7 This is a schematic diagram of a structure 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 and the second swivel wing bracket are extended, the third swivel wing bracket is folded, and the wing skin is provided;

[0036] Figure 8 2 is a schematic structural diagram of a multi-stage swivel wing with a continuous aerodynamic shape provided by a specific embodiment of the present invention, wherein the first swivel wing is extended and the second swivel wing bracket and the third swivel wing bracket are folded;

[0037] Figure 9 2. It is a structural diagram of a multi-stage swing-out wing with a continuous aerodynamic shape provided by a specific embodiment of the present invention, wherein the first swing-out wing bracket and the second swing-out wing bracket are extended and the third swing-out wing bracket is folded;

[0038] Figure 10 This is a schematic structural 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 an airfoil skin;

[0039] Figure 11 2. It is a structural diagram of a first swing-out wing bracket and a second swing-out wing bracket with a multi-stage swing-out wing having 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] Figure 12 1 is a schematic structural 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 the first swing-out wing bracket, the second swing-out wing bracket, and the third swing-out wing bracket are extended;

[0041] Figure 13 3. It is a schematic structural diagram of a first metal airbag with multi-stage swivel wings having a continuous aerodynamic shape provided by a specific embodiment of the present invention when not inflated, taken from a first viewing angle;

[0042] Figure 14 3. It is a schematic structural diagram of a first metal airbag with multi-stage swivel wings having a continuous aerodynamic shape provided by a specific embodiment of the present invention when not inflated, taken from a second viewing angle;

[0043] Figure 15 It is a structural schematic 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 picture:

[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 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. Welds. DETAILED DESCRIPTION

[0053] The following will be combined with the accompanying 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 therein can be combined with each other in the absence of conflict, and the embodiments described 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 expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

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

[0056] In the description of this embodiment, terms such as "upper," "lower," and "right" are used to refer to positions or locations based on the positions or locations shown in the accompanying drawings. These terms are intended solely to facilitate description and simplify operation, and are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meaning.

[0057] See also Figure 1-15The present invention provides a multi-stage swing-out wing with a continuous aerodynamic shape, including 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 includes 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 includes 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] This multi-stage swing-out wing with a continuous aerodynamic shape has a first metal airbag 106 as the driving unit of the first swing-out wing bracket 1, and a first wing leading edge 101 as 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 remain in a fixed folded 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 a command to swing out the first swing-out wing bracket 1, the first metal airbag 106 rapidly expands. 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 about the first hinge point, driving the first rear wing to extend. When the first metal airbag 106 is pressurized and expanded into place, the first wing leading edge 101 unfolds to its maximum angle, and the first swing-out wing bracket 1 is fully deployed and in a self-locking state of the connecting rod mechanism. Similar to the first swing-out wing bracket 1, when the aircraft operating conditions change further, the second swing-out wing bracket 2, driven by the second metal airbag 206, swings out the wing surface according to the command, and the third swing-out wing bracket 3, driven by the third metal airbag 306, swings out the wing surface. At this point, all three swing-out wing surfaces are fully deployed, achieving three levels of controllable, rapidly driven, autonomous wing surface deformation. During each stage of wing surface deformation, the leading edge of the wing rotates clockwise with the drive of the metal airbag, driving the rear wing to extend. During this process, three important wing surface aerodynamic parameters—wing span, area, and leading edge sweep angle—change in a coupled manner.

[0059] This multi-stage swing-out wing with a continuous aerodynamic shape drives the wing surface to deform by inflating the metal airbag to apply work to the connecting rod mechanism. This drive method has a simple structure, minimal mass and space occupation of the aircraft, a high output power-to-volume ratio, fast response, and easy control. Furthermore, the multi-stage swing-out wing is arranged in stages and deployed continuously, proposing a wing surface structure capable of multi-stage swing-out and locking. The aircraft has at least four aerodynamic shapes under different flight conditions: fully folded wings, first-stage swing-out wings, second-stage swing-out wings, and third-stage swing-out wings. This enables multi-stage control of the aircraft's aerodynamic shape and adapts to more complex cruising environments. Furthermore, it can achieve high aspect ratio deformation of the span, wing area, and leading edge sweep angle of each stage of the wing surface, and maintains an excellent aerodynamic shape in combination with the flexible wing surface skin 6. From the fully folded to the fully deployed state, the leading edge sweep angle of the multi-stage swing-out wing changes from 75.8° to 66.7°, with a total aspect ratio of 2.22 for the span and 2.18 for the wing area.

[0060] Optionally, the wing skin 6 is made of a flexible material. The wing skin 6 is flexible, enabling the wing skin 6 to expand or fold 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. It is formed by welding two layers of metal foil together using a specific welding process. A hole is opened at the geometric center of the air intake side and a threaded airbag nozzle 1061 is welded to form a double-layer thin-walled pillow-shaped metal airbag structure with single-sided air intake. When filled with high-pressure gas, the first metal airbag 106 expands rapidly and transmits pressure to the leading edge 101 of the first wing, driving the leading edge 101 to rotate, thereby driving the first rear wing to rotate. In order to improve the mechanical performance 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] A high-pressure gas cylinder 501 and a four-way valve 502 are located within a fixed installation space within the aircraft base 4. The high-pressure gas cylinder 501 provides a high-pressure gas loading source for the first, second, and third metal airbags 106, 206, and 306. When the first solenoid valve 503 is opened, the high-pressure gas cylinder 501 communicates with the first metal airbag 106. When the second solenoid valve 504 is opened, the high-pressure gas cylinder 501 communicates with the second metal airbag 206. When the third solenoid valve 505 is opened, the high-pressure gas cylinder 501 communicates with the third metal airbag 306. The solenoid valves have electrical connections that 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 first rib group includes multiple first ribs 104, each of which is arranged parallel and spaced apart. The second rib group includes multiple second ribs 105, each of which is arranged parallel and spaced apart. In this embodiment, the number of first ribs 104 and second ribs 105 is three. In other embodiments, the number of first ribs 104 and second ribs 105 is no less than three.

[0066] The right end of the first wing leading edge 101 is bolted to a hinge seat, which is fixed to the aircraft base 4, thereby achieving an articulated connection between the first wing leading edge 101 and 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, both of which are articulated via 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. The left and right ends above the second spar 103 are hinged to the other end 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 rib group, the second spar 103 and the leftmost first rib 104 of the first rib group form a parallelogram structure. The remaining first ribs 104 in the first 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 wing surface stiffness. Similarly, the two leftmost and rightmost second ribs 105 in the second wing rib group are hinged to 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 multiple 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, which 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, causing the first metal airbag 106 to rapidly expand. 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 about the first hinge point, driving the first wing spar 102 and the second wing spar 103 to translate diagonally upward. In conjunction with this, the first wing rib group rotates clockwise while the second wing rib group rotates counterclockwise. When the first metal airbag 106 is fully inflated, the first wing leading edge 101 unfolds to its maximum angle, at which point the first wing rib 104 is collinear with the corresponding second wing rib 105. At this point, the first swing-out wing bracket 1 is unfolded into place and is in a self-locking state.

[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, and 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 of the first wing 101 is 69.7°, and the span is l 1b is 312.13 mm, 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 parallel to 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 extension directions of the third rib 204 and the fourth rib 205 are the same.

[0070] Optionally, the third rib group includes multiple third ribs 204, which are arranged in parallel and spaced apart. The fourth rib group includes multiple fourth ribs 205, which are arranged in parallel and spaced apart. In this embodiment, the number of third ribs 204 and fourth ribs 205 is three. In other embodiments, the number of third ribs 204 and fourth ribs 205 is no less than three.

[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 a bolt, 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. Therefore, the fifth spar 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. The two ends of each wing rib are hinged by a hinge seat. The leftmost and rightmost third wing ribs 204 in the third wing rib group are hinged. The third ribs 204 form a parallelogram structure with the third spar 202 and the fourth spar, and the remaining third ribs 204 are arranged in the middle position below the third spar 202 and above the fourth spar 203 to form a plurality of closed parallelogram support frames; the leftmost and rightmost ribs in the fourth rib group form a parallelogram structure with the fourth spar 203 and the fifth spar in a hinged form, and the remaining fourth ribs 205 are arranged in the middle position below the fourth spar 203 and above the fifth spar 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 pipe 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 fully expanded, the second wing leading edge 201 is deployed to its maximum angle. At this point, 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 aligned, and the second swing-out wing bracket 2 is fully deployed and in a self-locking state. At this point, the second swing-out wing bracket 2 is also fully deployed 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, and 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 parallel to 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 multiple fifth ribs 304, each of which is arranged in parallel and spaced apart. The sixth rib group includes multiple sixth ribs 305, each of which is arranged in parallel and spaced apart. In this embodiment, the number of fifth ribs 304 and sixth ribs 305 is three. In other embodiments, the number of fifth ribs 304 and sixth ribs 305 is no less than three.

[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 via bolts, and the hinge seat is fixed to the aircraft base 4, thereby realizing the hinge connection between the third wing leading edge 301 and 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 via a hinge seat. The leftmost and rightmost fifth wing ribs 304 in the fifth wing rib group are hinged to form parallel connections with the fifth wing beam 302 and the sixth wing beam. A quadrilateral structure, the remaining fifth ribs 304 are arranged in the middle position below the fifth spar 302 and above the sixth spar 303 to form a plurality of closed parallelogram support frames; the leftmost and rightmost sixth ribs 305 in the sixth rib group are hinged to the sixth spar 303 and the aircraft base 4 to form a parallelogram structure, and the remaining sixth ribs 305 are arranged in the middle position below the sixth spar 303 and above the aircraft base 4 to form a plurality of closed parallelogram support frames.

[0077] The deformation mechanism of the third swing-out wing bracket 3 is as follows: when the aircraft issues an instruction to swing out the third swing-out 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 collinear. 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 137.27 mm, and the skin projection area S a3 110959.56mm 2 After the third wing bracket 3 is unfolded, the sweep angle β3 of the third wing leading edge 3 is 66.7°, and the span is l 3b is 310.80 mm, 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] When the first, second, and third wing brackets 1, 2, and 3 are fully folded and deployed, the leading edge sweep angle changes from 75.8° to 66.7°, resulting in a total span-to-span ratio of 2.22 and a total wing area ratio of 2.18. During each stage of the wing's unfolding, the wing's leading edge rotates clockwise, driven by the metal airbag, driving the three parallelogram mechanisms to rotate clockwise and counterclockwise, respectively. During this process, the three key aerodynamic parameters of the wing—span, area, and leading edge sweep angle—change in a coupled manner. Ultimately, the hypotenuses of the six parallelogram mechanisms on each stage of the wing are collinear, and the leading edges of the wings at each stage are parallel to each other.

[0080] Optionally, the multi-stage rotating 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 located near the first hinge point. Its function is to mount and restrain 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 nozzle 1061 of the first metal airbag 106 can be inserted into the through slot, thereby securing the first metal airbag 106 to the first airbag support 107. The two are rigidly restrained and remain fixed to the aircraft base 4. Similarly, the second airbag support 207 is used to mount and restrain the second metal airbag 206, and the third airbag support 307 is used to mount and restrain the third metal airbag 306.

[0082] Optionally, the multi-stage rotating wing with a continuous aerodynamic shape also includes a skin pressure plate assembly 7, which is respectively connected to the first rotating wing bracket 1, the second rotating wing bracket 2 and the third rotating wing bracket 3. The first rotating wing bracket 1, the second rotating wing bracket 2 and the third rotating 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 skin 6. A countersunk hole is opened on the surface of the skin pressure plate assembly 7, and the wing skin 6 is pressed tightly 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 by means of bolt connection, etc., to form a closed wing surface and maintain 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 contents 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 well understand and utilize the present invention. 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, and 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 wing bracket (1), the second swivel wing bracket (2) and the third swivel wing bracket (3).

2. The multi-stage rotating wing with a 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 the first rib (104) of the first rib group are hinged to the first spar (102) and the second spar (103), 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, and the first rib (104) and the second rib (105) extend in the same direction.

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

4. The multi-stage rotating wing with a 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) extend in the same direction.

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

7. The multi-stage rotating wing with a 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 rotating wing with a 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 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); 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).

9. The multi-stage rotating wing with a continuous aerodynamic shape according to claim 1, characterized in that: The invention 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 rotating wing with a continuous aerodynamic shape according to claim 1, characterized in that: The invention also includes a skin pressure plate assembly (7), wherein the skin pressure plate assembly (7) 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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