Two-stage unscrewing wing with high unfolding and folding ratio

Abstract

The invention discloses a two-stage unscrewing wing with a high unfolding and folding ratio, relates to the technical field of aircrafts, and solves the problems that a deformation wing driving and transmission device is heavy, the wing surface deformation unfolding and folding ratio is low, the aerodynamic configuration continuity of a multi-stage deformation wing surface is poor and the like. A first-stage unscrewing wing, a second-stage unscrewing wing and an air path control system are arranged on an aircraft base body; the front end of the first-stage unscrewing wing is hinged to the aircraft base body, a first-stage air bag is arranged at the hinged position, the first-stage air bag drives the first-stage unscrewing wing to be unfolded, and the rear end of the first-stage unscrewing wing is connected with the second-stage unscrewing wing; the front end of the second-stage unscrewing wing is hinged to a sliding block, the sliding block is arranged on the aircraft base body in a sliding mode, and a tandem type air bag is arranged between the rear end of the second-stage unscrewing wing and the aircraft base body and drives the second-stage unscrewing wing to unfold. According to the invention, the mass and the space occupation of the aircraft are small, the output power volume ratio is high, the response is fast, the control is easy, and compared with an independent metal air bag, a larger driving stroke and a larger rotation angle are provided.

Description

Technical Field

[0001] The invention relates to the technical field of aircraft, in particular to a two-stage rotating wing with a high extension / retraction ratio. 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] However, most of the existing deformable wing designs face the following problems: First, the deformation of the wing surface of the existing design is relatively low, which cannot meet the requirements of high-performance aircraft for aerodynamic characteristics. Second, the deployment drive mechanism is complex. 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 cannot adapt to rapidly changing flight conditions. At the same time, most of the existing deformable wing technologies are difficult to multi-level control of the aerodynamic shape of the aircraft 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 is stepped after unfolding, and there is a gap between the two adjacent layers of skin, which cannot ensure the continuity of the aerodynamic shape. The metal airbag is a new type of small-sized thin-walled structure. The initial structure before inflation is flat, and two layers of metal foil need to be stacked and welded through a specific welding process. Compared with traditional drive devices, metal airbags are small in size and light in weight. If the metal airbag structure can be applied to the drive and deployment of the deformable wing, it will have significant advantages such as high output power to volume ratio and rapid response. However, due to the characteristics of the structure itself, the driving range of the metal airbag unit is limited. Summary of the invention

[0004] In order to solve the above-mentioned problems of heavy driving and transmission devices, low wing deformation expansion and contraction ratio, and poor continuity of the aerodynamic shape of multi-stage deformable wing surfaces, the present invention proposes a two-stage swing-out wing with a high expansion and contraction ratio. The present invention has a simple structure, occupies very little mass and space of the aircraft, drives the deformable wing to unfold through the airbag, has a high output power-to-volume ratio, fast response, and is easy to control. Compared with a single metal airbag unit, it provides a larger driving stroke and rotation angle.

[0005] The present invention proposes a two-stage swing-out wing with a high extension-retraction ratio, which specifically comprises a first-stage swing-out wing, a second-stage swing-out wing, an aircraft base and an air path control system, wherein the second-stage swing-out wing and the air path control system are arranged on the aircraft base; one end of the first-stage swing-out wing is connected to the second-stage swing-out wing, and the other end is hinged to the aircraft base; the first-stage swing-out wing comprises a first-stage wing leading edge, a first wing spar, a second wing spar, a plurality of wing ribs and a first-stage airbag; one end of the first-stage wing leading edge is hinged to the aircraft base, and the other end is hinged to the first wing spar; the first wing spar, the second wing spar and the second-stage swing-out wing move in sequence through a plurality of wing ribs connection; a first-stage airbag is arranged between the leading edge of the first-stage wing and the aircraft base near the hinge position; the second-stage swing-out wing includes the leading edge of the second-stage wing, the third wing beam, a plurality of wing ribs three and a series of airbags; one end of the leading edge of the second-stage wing is movably connected to the aircraft base, and the other end is hinged to the third wing beam; one side of the third wing beam is movably connected to the aircraft base through a plurality of wing ribs three, and the other side is movably connected to the second wing beam through a plurality of wing ribs three; a series of airbags are arranged between the wing rib three and the aircraft base near the hinge position, and the series of airbags are fan-shaped; the first-stage airbag and the series of airbags are respectively connected to the air path control system.

[0006] Furthermore, the gas circuit control system includes a gas storage cylinder, which is connected to the primary airbag and the series airbag through different gas pipelines; a solenoid valve is provided on the gas pipeline.

[0007] Furthermore, the second-stage swing-out wing also includes a slider and a slider track. The slider track is arranged on the aircraft base, a slider is slidably arranged on the slider track, and one end of the leading edge of the secondary wing is hinged to the slider.

[0008] Furthermore, the first-stage airbag is arranged on the aircraft base through an airbag support.

[0009] Furthermore, the first-stage airbag is made by welding two pieces of metal foil.

[0010] Furthermore, the tandem airbag is arranged on the aircraft base through an airbag support 2.

[0011] Furthermore, the tandem airbag includes a plurality of airbag units, and the plurality of airbag units are connected via a short air pipe; the airbag unit is made by welding two metal foils.

[0012] Furthermore, the first-stage swing-out wing also includes a first-stage wing surface skin, which is connected to the first-stage wing leading edge, the first wing spar and the second wing spar.

[0013] Furthermore, the second-stage swing-out wing also includes a secondary wing surface skin, which is connected to the secondary wing leading edge and the third wing beam.

[0014] Furthermore, a connecting rod mechanism is arranged between the leading edge of the primary wing and the leading edge of the secondary wing, and between the leading edge of the primary wing and the aircraft base.

[0015] The beneficial effects of the two-stage swivel wing with a high spread ratio described in the present invention are:

[0016] (1) The present invention discloses a two-stage swing-out wing with a high deployment ratio. The series-connected metal airbag driving device has a simple structure. The first-stage airbag and the series-connected airbag are respectively used to drive the front and rear wing surfaces to unfold. The mass and space occupied by the aircraft are extremely small. The output power-to-volume ratio is high and the response is fast. The series-connected metal airbag unfolds in a fan shape, providing a larger driving stroke and rotation angle than a single metal airbag.

[0017] (2) The present invention discloses a two-stage rotating wing with a high extension / retraction ratio. The wing surface structure can be rotated in stages through the movable connection between the first-stage rotating wing, the second-stage rotating wing and the aircraft base. The deformable wing structure has aerodynamic shapes under three different flight conditions: fully folded wing, first-stage rotating wing and second-stage rotating wing. 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, thereby realizing multi-stage control of the aerodynamic shape of the aircraft and adapting to more complex cruising spaces.

[0018] (3) The two-stage swing-out wing with a high aspect ratio described in the present invention realizes the deformation of the span, wing area and leading edge sweep angle of each stage of the wing surface based on the combination of multiple sets of parallelogram mechanisms and wing leading edge connecting rods. It has a simple structure, is stable and reliable, and has a high aspect ratio. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings constituting a part of this application are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.

[0020] In the attached picture:

[0021] Figure 1 It is a schematic diagram of the three-dimensional structure of a secondary swing-out wing with a high extension-retraction ratio in a fully folded state according to the present invention;

[0022] Figure 2 It is a schematic diagram of the three-dimensional structure of a secondary rotating wing with a high expansion-contraction ratio in a primary expansion state according to the present invention;

[0023] Figure 3 The invention discloses a two-stage swivel wing with a high expansion ratio. Figure 2 A partial enlarged view of the middle A;

[0024] Figure 4It is a structural schematic diagram of a first-stage swivel wing of a two-stage swivel wing with a high extension-retraction ratio according to the present invention in a fully folded state;

[0025] Figure 5 It is a structural schematic diagram of a first-stage swing-out wing of a two-stage swing-out wing with a high extension-retraction ratio according to the present invention in an expanded state;

[0026] Figure 6 It is a schematic diagram of the initial planar structure of a first-stage airbag with a second-stage swivel wing having a high extension-retraction ratio according to the present invention;

[0027] Figure 7 It is a schematic diagram of the initial three-dimensional structure of a first-stage airbag with a second-stage swivel wing having a high expansion / contraction ratio according to the present invention;

[0028] Figure 8 It is a schematic diagram of the three-dimensional structure of a first-stage airbag with a second-stage swivel wing having a high expansion / contraction ratio when inflated;

[0029] Fig. 9 It is a structural schematic diagram of an air path control system of a two-stage swing-open wing with a high expansion / retraction ratio according to the present invention;

[0030] Fig.10 It is a schematic diagram of the three-dimensional structure of a two-stage rotating wing with a high expansion-contraction ratio in a two-stage expansion state according to the present invention;

[0031] Fig.11 The invention discloses a two-stage swivel wing with a high expansion ratio. Fig.10 A partial enlarged view of point B in the middle;

[0032] Fig.12 It is a schematic structural diagram of a second-stage swing-out wing of a two-stage swing-out wing with a high extension-retraction ratio according to the present invention in a folded state;

[0033] Fig.13 It is a schematic structural diagram of a second-stage swing-out wing of a two-stage swing-out wing with a high extension-retraction ratio according to the present invention in an expanded state;

[0034] Fig.14 It is a schematic diagram of the initial planar structure of a tandem airbag with two-stage swivel wings having a high expansion / contraction ratio according to the present invention;

[0035] Fig.15 It is a schematic diagram of the initial three-dimensional structure of a tandem airbag with two-stage swivel wings having a high expansion / contraction ratio according to the present invention;

[0036] Fig.16 It is a schematic diagram of the three-dimensional structure of a tandem airbag with two-stage swivel wings having a high expansion / contraction ratio when inflated;

[0037] Among them: 1-first stage swing-out wing; 101-first stage wing leading edge; 102-first wing spar; 103-second wing spar; 104-wing rib one; 105-wing rib two; 106-first stage airbag; 107-airbag support one; 108-first stage wing skin; 109-skin pressure plate one; 2-second stage swing-out wing; 201-second stage wing leading edge; 202-third wing spar; 203-wing rib three; 204-slider; 2 05-slider track; 206-tandem airbag; 207-airbag support 2; 208-secondary wing skin; 209-skin pressure plate 2; 3-aircraft base; 4-gas control system; 401-gas cylinder; 402-gas pipeline 1; 403-three-way valve; 404-gas pipeline 2; 405-solenoid valve 1; 406-gas pipeline 3; 407-solenoid valve 2; 5-weld; 6-intake nozzle. DETAILED DESCRIPTION

[0038] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0039] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0040] In the description of the invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installation", "connection" and "connection" 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 it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the invention can be understood according to specific circumstances.

[0041] In addition, the technical features involved in different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0042] Specific implementation method 1: See Figure 1-Figure 16The embodiment is described in detail. The two-stage swing wing with a high extension-retraction ratio described in the embodiment specifically comprises a first-stage swing wing 1, a second-stage swing wing 2, an aircraft base 3 and an air path control system 4, wherein the aircraft base 3 is provided with the second-stage swing wing 2 and the air path control system 4; one end of the first-stage swing wing 1 is connected to the second-stage swing wing 2, and the other end is hinged to the aircraft base 3;

[0043] The first-stage swing-out wing 1 includes a first-stage wing leading edge 101, a first wing spar 102, a second wing spar 103, a plurality of wing ribs and a first-stage airbag 106; one end of the first-stage wing leading edge 101 is hinged to the aircraft base 3, and the other end is hinged to the first wing spar 102; the wing ribs include a plurality of wing ribs 104 and a plurality of wing ribs 2 105, the plurality of wing ribs 104 are parallel and of equal length, and the plurality of wing ribs 2 105 are parallel and of equal length. In this embodiment, the number of wing ribs 104 and wing ribs 2 105 is four, and in actual conditions, there should be no less than four; the two ends and the four equal points of the first wing spar 102 are respectively connected to one of the wing ribs 104 The first and second wing beams 103 are hinged at the ends, the two ends and the four-dividing points of the second wing beam 103 are hinged to the other end of the rib one 104, thereby forming a plurality of closed parallelogram support frames; similarly, the two ends and the four-dividing points of the second wing beam 103 are hinged to one end of a rib two 105 respectively, and the other end of the rib two 105 is hinged to the second-stage swing-open wing 2, thereby forming a plurality of closed parallelogram support frames; a first-stage airbag 106 is arranged between the first-stage wing leading edge 101 and the aircraft base 3 near the hinge position, and the first-stage airbag 106 is used to drive the first-stage wing leading edge 101 to rotate through the expansion work of the first-stage airbag 106 to complete the deployment of the first-stage swing-open wing 1.

[0044] The second-stage swing-out wing 2 includes a secondary wing leading edge 201, a third wing beam 202, a plurality of wing rib threes 203 and a series of airbags 206; one end of the secondary wing leading edge 201 is movably connected to the aircraft base 3, and the other end is hinged to the third wing beam 202; the two ends and the four equal points on one side of the third wing beam 202 are respectively hinged to one end of a wing rib three 203, and the other end of the wing rib three 203 is hinged to the aircraft base 3, thereby forming a plurality of closed parallelogram support frames; the other side of the third wing beam 202 is movably connected to the second wing beam 103 through the wing rib two 105; a series of airbags 206 are arranged between the wing rib three 203 and the aircraft base 3 near the hinge position.

[0045] The second-stage swing-out wing 2 also includes a slider 204 and a slider track 205. The slider track 205 is arranged on the aircraft base 3. The slider 204 is slidably arranged on the slider track 205. One end of the second-stage wing leading edge 201 is hinged to the slider 204. A limit structure is arranged at both ends of the slider track 205. The tandem airbag 206 expands and unfolds in a fan-shaped manner. The tandem airbag 206 expands and does work to drive the wing rib 3 203 to rotate, drive the second-stage wing leading edge 201 to rotate and the slider 204 to move, and complete the unfolding of the second-stage swing-out wing 2.

[0046] The primary airbag 106 and the tandem airbag 206 are respectively connected to the air path control system 4 .

[0047] The gas circuit control system 4 includes a gas cylinder 401, a gas pipeline 1 402, a three-way valve 403, a gas pipeline 2 404, a solenoid valve 1 405, a gas pipeline 3 406 and a solenoid valve 2 407. The gas cylinder 401 is connected to the three-way valve 403 through the gas pipeline 1 402; one side of the three-way valve 403 is connected to the first-stage airbag 106 through the gas pipeline 2 404, and the gas pipeline 2 404 is provided with a solenoid valve 1 405; the three-way valve 403 The other side is connected to the tandem airbag 206 through gas pipeline three 406, and a solenoid valve two 407 is provided on the gas pipeline three 406; the on-off of gas pipeline two 404 and gas pipeline three 406 are controlled by solenoid valve one 405 and solenoid valve two 407 respectively, so as to realize the control of the first-stage airbag 106 and the tandem airbag 206; the gas cylinder 401 is a high-pressure gas cylinder, which provides a high-pressure gas loading source for the first-stage airbag 106 and the tandem airbag 206.

[0048] The first-stage airbag 106 is arranged on the aircraft base 3 through an airbag support 107. The first-stage airbag 106 is made by welding two metal foils, with a weld 5 left at the welding position. A hole is opened at the geometric center of one side of the air intake and an air intake nozzle 6 with a thread is welded, thereby forming a double-layer thin-wall pillow-shaped metal bag structure with single-side air intake. When high-pressure gas is filled, the airbag expands rapidly and transmits the pressure to the first-stage wing leading edge 101, driving the wing surface to rotate. In order to improve the mechanical properties and driving characteristics of the airbag after inflation, the opposite sides of the airbag can be designed to be a concave arc or other special curves; the airbag support 107 is fixedly installed on the aircraft base 3, corresponding to the position where the leading edge 101 of the first-stage wing is hinged with the aircraft base 3, and its function is to install and restrain the first-stage airbag 106. The upper surface of the airbag support 107 is parallel to the leading edge 101 of the first-stage wing before deployment, and the airbag support 107 and the aircraft base 3 have through grooves at corresponding positions; the air inlet nozzle 6 of the first-stage airbag 106 is inserted into the through groove and fixed to the airbag support 107, and there is a rigid constraint between the two, and they are always fixed on the aircraft base 3.

[0049] The tandem airbag 206 is arranged on the aircraft base 3 through an airbag support 207. The tandem airbag 206 includes a plurality of airbag units, and the plurality of airbag units are connected through short air tubes; the airbag units are made by welding two metal foils. The tandem airbag 206 is a structure formed by stacking and welding multiple airbag units, and the initial plane structure of each layer of airbag units is the same. Except for the upper side wall of the uppermost airbag unit, the upper and lower side walls of all airbag units have air holes at specific positions, and the lower side wall of the lowermost airbag unit is welded with a threaded air inlet nozzle 6. Short air tubes are welded between two adjacent airbag units at the air holes, thereby forming a multi-layer tandem single-side air intake closed bag structure. By determining the initial plane structure of the airbag unit, the shape of the airbag unit after inflation can be controlled, such as Fig.11 The fan-shaped unfolded tandem airbag 206 shown in the figure further controls the vector of the expansion work of the tandem airbag 206. Compared with a single airbag unit, the tandem airbag 206 provides a larger driving stroke and rotation angle. The airbag support 207 is fixedly installed on the aircraft base 3, corresponding to the position where the rightmost wing rib 3 203 is hinged with the aircraft base 3. Its function is to install and constrain the tandem airbag 206. The airbag support 207 and the aircraft base 3 are provided with a through groove at the position corresponding to the air inlet nozzle 6 of the tandem airbag 206. The air nozzle of the tandem airbag 206 is inserted into the through groove and fixed to the airbag support 207. There is a rigid constraint between the two, and they are always fixed on the aircraft base 3.

[0050] The first-stage swing-out wing 1 also includes a first-stage wing surface skin 108 and a plurality of skin pressure plates 109, through which the first-stage wing surface skin 108 is fixed to the first-stage wing leading edge 101, the first wing spar 102 and the second wing spar 103; the first-stage wing surface skin 108 is a flexible skin with high temperature resistance; the skin pressure plate 109 is a thin-walled part with a countersunk hole on its surface, thereby the first-stage wing surface skin 108 is pressed against the front and rear sides of the first-stage wing leading edge 101, the first wing spar 102 and the second wing spar 103 in combination with bolt connection and the like to form a closed wing surface, thereby maintaining the continuity of the aerodynamic surface of the deformable wing aircraft.

[0051] The second-stage swing-out wing 2 also includes a secondary wing surface skin 208 and a plurality of skin pressure plates 209, by which the secondary wing surface skin 208 is fixed to the secondary wing leading edge 201 and the third wing beam 202; the secondary wing surface skin 208 is a flexible skin with high temperature resistance; the skin pressure plate 209 is a thin-walled part with a countersunk hole on its surface, thereby pressing the secondary wing surface skin 208 to the secondary wing leading edge 201 and the front and rear sides of the third wing beam 202 in combination with bolt connection to form a closed wing surface, thereby maintaining the continuity of the aerodynamic surface of the deformable wing aircraft.

[0052] A connecting rod mechanism is also provided between the primary wing leading edge 101 and the secondary wing leading edge 201, and between the primary wing leading edge 101 and the aircraft base 3, so as to enhance the stability of the structure. Figure 2 shown.

[0053] The specific deformation mechanism of the two-stage swivel wing with a high extension-retraction ratio described in the present invention is as follows:

[0054] The deformation mechanism of the first-stage swing-out wing 1 is as follows: the first-stage wing leading edge 101 is the driving rod of the first-stage swing-out wing 1. Before the first-stage swing-out wing 1 is swing-out, the second-stage swing-out wing 2 maintains a fixed folded state. Therefore, the third wing beam 202 of the second-stage swing-out wing 2 is equivalent to the frame of the first-stage swing-out wing 1. When the aircraft issues an instruction to swing out the wing surface of the first-stage swing-out wing 1, an electrical signal is transmitted to the solenoid valve 1 405 to control the connection of the gas pipeline 2 404. The high-pressure gas in the gas storage bottle 401 enters the first-stage airbag 106 through the gas pipeline 2 404 and rapidly expands the first-stage airbag 106. The upper side wall of the first-stage airbag 106 is always in contact with the first-stage wing leading edge 101 and transmits impulse. Driven by the first-stage airbag 106, the first-stage wing leading edge 101 rotates clockwise around the hinge seat, driving the first wing beam 102 and the second wing beam 103 to translate obliquely upward. In conjunction with this, the rib 1 104 rotates counterclockwise while the rib 2 105 rotates clockwise. When the first-stage airbag 106 is inflated and expanded to the full extent, the first-stage wing leading edge 101 is unfolded to the maximum opening angle, and the ribs at the corresponding positions of the wing rib 1 104 and the wing rib 2 105 are in line. At this point, the first-stage unscrewed wing 1 is unfolded to the full extent.

[0055] The deformation mechanism of the second-stage swing-out wing 2 is as follows: the wing rib three 203 is the driving component of the second-stage swing-out wing 2, wherein the rightmost wing rib three 203 is the driving rod, which contacts the uppermost wall of the tandem airbag 206, and the other parallel wing ribs three 203 are driven. When the aircraft issues an instruction to swing out the wing surface of the second-stage swing-out wing 2, an electrical signal is transmitted to the solenoid valve two 407 to control the connection of the gas pipeline three 406, and the high-pressure gas in the gas storage bottle 401 enters the tandem airbag 206 through the gas pipeline three 406 to rapidly expand the tandem airbag 206. The upper side wall of the tandem airbag 206 is always in contact with the rightmost wing rib three 203 and transmits impulse. Under the drive of the tandem airbag 206, the wing rib three 203 rotates counterclockwise around the hinge seat, and at the same time drives the third wing beam 202 to translate obliquely upward, and in conjunction with it, the slider 204 moves to the left end on the slider track 205. When the tandem airbag 206 is inflated and expanded to the full extent, the wing rib 3 203 and the secondary wing leading edge 201 are unfolded to the maximum opening angle, and the slider 204 slides to the end limit of the slider track 205. At this point, the wing rib 104, the wing rib 2 105 and the wing rib 3 203 are collinear at the corresponding position of each wing rib, and the second stage wing 2 is unfolded to the full extent.

[0056] The specific embodiments described above further illustrate the purpose, technical solutions and beneficial effects of the present invention. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the invention. It can also be a reasonable combination of the features recorded in the above implementation methods. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A two-stage swivel wing with a high spread ratio, characterized in that: The invention comprises a first-stage swing-out wing (1), a second-stage swing-out wing (2), an aircraft base (3) and an air path control system (4); the aircraft base (3) is provided with the second-stage swing-out wing (2) and the air path control system (4); one end of the first-stage swing-out wing (1) is connected to the second-stage swing-out wing (2), and the other end is hinged to the aircraft base (3); The first-stage swing-away wing (1) comprises a first-stage wing leading edge (101), a first wing spar (102), a second wing spar (103), a plurality of wing ribs and a first-stage airbag (106); one end of the first-stage wing leading edge (101) is hinged to the aircraft base (3), and the other end is hinged to the first wing spar (102); the first wing spar (102), the second wing spar (103) and the second-stage swing-away wing (2) are movably connected in sequence through a plurality of wing ribs; a first-stage airbag (106) is provided between the first-stage wing leading edge (101) and the aircraft base (3) near the hinged position; The second-stage swing-out wing (2) comprises a second-stage wing leading edge (201), a third wing beam (202), a plurality of wing ribs (203) and a series airbag (206); one end of the second-stage wing leading edge (201) is movably connected to the aircraft base (3), and the other end is hinged to the third wing beam (202); one side of the third wing beam (202) is movably connected to the aircraft base (3) through a plurality of wing ribs (203), and the other side is movably connected to the second wing beam (103) through a plurality of wing ribs; a series airbag (206) is provided between the wing ribs (203) and the aircraft base (3) near the hinged position, and the series airbag (206) is unfolded in a fan shape; The primary airbag (106) and the tandem airbag (206) are respectively connected to the air path control system (4).

2. The two-stage swing-out wing with a high spread ratio according to claim 1, characterized in that: The gas circuit control system (4) comprises a gas storage cylinder (401), which is connected to the first-stage airbag (106) and the tandem airbag (206) via different gas pipelines; a solenoid valve is provided on the gas pipeline.

3. The two-stage swing-out wing with a high spread ratio according to claim 1, characterized in that: The second-stage swing-away wing (2) further comprises a slider (204) and a slider track (205); the slider track (205) is arranged on the aircraft base (3); a slider (204) is slidably arranged on the slider track (205); and one end of the second-stage wing leading edge (201) is hinged to the slider (204).

4. The two-stage swing-out wing with a high spread ratio according to claim 1, characterized in that: The first-stage airbag (106) is arranged on the aircraft base (3) via an airbag support (107).

5. The two-stage swivel wing with a high spread ratio according to claim 1 or 4, characterized in that: The first-stage airbag (106) is made by welding two metal foils.

6. The two-stage swing-out wing with a high spread ratio according to claim 1, characterized in that: The tandem airbag (206) is arranged on the aircraft base (3) via an airbag support 2 (207).

7. The two-stage swing-out wing with a high aspect ratio according to claim 1 or 6, characterized in that: The series airbag (206) comprises a plurality of airbag units, which are connected via short air pipes; the airbag units are made by welding two metal foils.

8. The two-stage swing-out wing with a high aspect ratio according to claim 1, characterized in that: The first-stage swing-out wing (1) further comprises a first-stage wing surface skin (108), wherein the first-stage wing surface skin (108) is connected to a first-stage wing leading edge (101), a first wing spar (102) and a second wing spar (103).

9. The two-stage swing-out wing with a high spread ratio according to claim 1, characterized in that: The second-stage swing-out wing (2) further comprises a secondary wing surface skin (208), wherein the secondary wing surface skin (208) is connected to the secondary wing leading edge (201) and the third wing beam (202).

10. The two-stage swing-out wing with a high spread ratio according to claim 1, characterized in that: A connecting rod mechanism is provided between the primary wing leading edge (101) and the secondary wing leading edge (201), and between the primary wing leading edge (101) and the aircraft base (3).

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