Secondary deformation wing based on tandem type metal air bags

Abstract

The invention provides a two-stage deformation wing based on tandem type metal air bags, and belongs to the field of aviation. The problems that an existing deformation wing device is heavy, the wing surface deformation unfolding and folding ratio is low, and the continuity of the aerodynamic configuration of a multi-stage deformation wing surface is poor are solved. The aircraft comprises an aircraft base body, a first unscrewing wing support, a second unscrewing wing support, an air supply and control system and an airfoil skin, in the first unscrewing wing support, the two ends of a first wing front edge are hinged to the aircraft base body and a first rear wing respectively, and a first metal air bag can drive the first wing front edge to rotate and drive the first rear wing to stretch; in the second unscrewing wing support, the two ends of the front edge of a second wing are hinged to the aircraft base body and the second rear wing correspondingly, and the second metal air bag can drive the front edge of the second wing to rotate and drive the second rear wing to stretch; the air supply and control system can control the first metal air bag and the second metal air bag to be inflated. The mode of driving the airfoil to deform is simple, the response is fast, and compared with an independent metal air bag unit, a larger driving stroke and a larger rotating angle are provided.

Description

Technical Field

[0001] The invention belongs to the field of aviation technology, and in particular relates to a two-stage deformable wing based on a series-connected metal airbag. Background Art

[0002] In the field of modern aviation technology, morphing wing technology has received increasing attention in order to meet diverse flight environments and mission requirements. Traditional fixed-wing designs have been unable to meet the requirements of efficient and flexible flight in terms of certain performance indicators, such as high-speed and low-speed compatibility, maneuverability, and load adaptability. Morphing wing aircraft can actively adjust the shape of the wing surface in different flight environments to ensure that the best flight performance is always maintained at all flight stages. This technology improves the environmental adaptability of the aircraft and can meet a wide range of multi-mission requirements, thus showing great development potential and application value in the aerospace, defense, and civil fields.

[0003] There are certain limitations in the current design of deformable wing surfaces. For example, the deformation amplitude of the wing surfaces in most existing designs is relatively small, and the deformation expansion and contraction are relatively low, which makes it difficult to meet the aerodynamic characteristics requirements of high-performance aircraft. At the same time, the existing deployment drive mechanism is relatively complex. Traditional motors and hydraulic drive systems usually involve cumbersome mechanical transmission devices, which increase the weight of the system and make maintenance difficult, and it is difficult to adapt to rapidly changing flight conditions. In addition, the existing deformable wing technology is difficult to achieve multi-level regulation of the aerodynamic shape of the aircraft, and thus cannot adapt to more complex cruising environments. Patent CN201810368539.0 describes a multi-stage telescopic wing mechanism that uses a motor to drive a lead screw to operate a nested multi-layer skin structure to achieve multi-stage telescopic deformation. However, the nested telescopic wing is stepped after being unfolded, and there are gaps between adjacent layers, which cannot guarantee the continuity of the aerodynamic shape.

[0004] As a new type of drive device, the metal airbag is a small-sized thin-walled structure that is flat when not inflated. It is made by welding two layers of metal foil together through a specific welding process. Compared with traditional drive devices, the metal airbag is small in size and light in weight. If it can be combined with the drive system of the deformable wing, it will have significant advantages such as high power-to-volume ratio and fast response. However, due to its own structural characteristics, the driving range of the metal airbag unit is limited. Summary of the invention

[0005] In view of the above background, the current deformable wing cannot simultaneously solve the problems of heavy driving and transmission devices, relatively low wing deformation and expansion, and poor continuity of the aerodynamic shape of the multi-stage deformable wing, and is limited by its own structural characteristics. The driving stroke of the metal airbag unit is limited. The present invention hereby proposes a two-stage deformable wing based on a series of metal airbags.

[0006] To achieve the above object, the present invention adopts the following technical solutions:

[0007] A two-stage deformable wing based on a series of metal airbags, comprising:

[0008] Aircraft base;

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

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

[0011] An air supply and control system capable of controlling the inflation of the first metal airbag and the second metal airbag;

[0012] The wing surface skin is connected to both the first swivel-out wing bracket and the second swivel-out wing bracket.

[0013] As a preferred solution of the above-mentioned two-stage deformable wing based on tandem metal airbags, 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 inclination directions of the first rib and the second rib are the same.

[0014] As a preferred solution of the above-mentioned two-stage deformable wing based on tandem metal airbags, the number of first wing ribs in the first wing rib group is multiple, and the multiple first wing ribs are arranged in parallel and at intervals; the number of second wing ribs in the second wing rib group is multiple, and the multiple second wing ribs are arranged in parallel and at intervals.

[0015] As a preferred solution of the above-mentioned two-stage deformable wing based on tandem metal airbags, the second rear wing includes a third wing spar, a third wing rib group and a first support rod, the first support rod includes a first upper oblique rod and a first lower oblique rod, the third wing spar is arranged parallel to the aircraft base, the two ends of the third wing rib of the third wing rib group are respectively hinged to the third wing spar and the aircraft base, one end of the first upper oblique rod is hinged to the third wing spar, one end of the first lower oblique rod is hinged to the aircraft base, the other end of the first upper oblique rod is hinged to the other end of the first lower oblique rod, when the second rear wing is extended, the first upper oblique rod and the first lower oblique rod are collinear, and the first support rod can form a triangular structure with the adjacent third wing rib and the aircraft base.

[0016] As a preferred solution of the above-mentioned two-stage deformable wing based on the serial metal airbag, the third wing rib group has a plurality of third wing ribs, and the plurality of third wing ribs are arranged in parallel and at intervals.

[0017] As a preferred solution of the above-mentioned two-stage deformable wing based on tandem metal airbags, the two-stage deformable wing based on tandem metal airbags also includes two second support rods arranged at intervals, the second support rods include a second upper oblique rod and a second lower oblique rod, one end of the second upper oblique rod is hinged to the leading edge of the first wing, one end of the second lower oblique rod is hinged to the aircraft base, the other end of the second upper oblique rod is hinged to the other end of the second lower oblique rod, and when the first rear wing and the second rear wing are both extended, the second upper oblique rod and the second lower oblique rod are collinear.

[0018] As a preferred solution of the above-mentioned two-stage deformable wing based on the tandem metal airbag, the air supply and control system includes a high-pressure gas cylinder, a three-way valve, a first solenoid valve and a second solenoid valve, the three-way valve has a first interface, a second interface and a third interface that are connected, the high-pressure gas cylinder is connected to the first interface, the input end and the output end of the first solenoid valve are respectively connected to the second interface and the first metal airbag, and the input end and the output end of the second solenoid valve are respectively connected to the third interface and the second metal airbag.

[0019] As a preferred solution of the above-mentioned two-stage deformable wing based on tandem metal airbags, the two-stage deformable wing based on tandem metal airbags also includes a first airbag support and a second airbag support, the first airbag support and the second airbag support are both fixedly arranged on the aircraft base, the first metal airbag is arranged on the first airbag support, and the second metal airbag is arranged on the second airbag support.

[0020] As a preferred solution of the above-mentioned two-stage deformable wing based on tandem metal airbags, the two-stage deformable wing based on tandem metal airbags also includes a skin pressure plate assembly, a part of the skin pressure plate assembly is connected to the first swing-out wing bracket, and the other part is connected to the second swing-out wing bracket, a part of the wing surface skin is located between the skin pressure plate assembly and the first swing-out wing bracket, and the other part is located between the skin pressure plate assembly and the second swing-out wing bracket.

[0021] As a preferred solution of the above-mentioned two-stage deformable wing based on the series-connected metal airbags, the second metal airbag includes a plurality of metal airbag units connected in series, and the metal airbag unit located on the uppermost layer is in contact with the leading edge of the second wing.

[0022] Compared with the prior art, the beneficial effects of the two-stage deformable wing based on the series-connected metal airbag provided by the present invention are:

[0023] 1. The driving device of the two-stage deformable wing based on the tandem metal airbag disclosed in the present invention has a simple structure. By arranging a single airbag and a tandem airbag to drive the deployment of the first and second stage wing surfaces respectively, the mass and space occupied by the aircraft are greatly reduced, the output power-to-volume ratio is high, the response is fast, and the control is convenient. The tandem metal airbag is deployed in a fan shape, providing a larger driving stroke and rotation angle.

[0024] 2. The two-stage deformable wing based on the tandem metal airbag disclosed in the present invention has aerodynamic shapes under three different flight conditions: fully folded wing, first-stage swivel wing and second-stage swivel wing. After unfolding, the wing surfaces of each stage are on the same horizontal plane, and the flexible skin is combined to maintain the continuity of the aerodynamic shape, thereby realizing multi-stage control of the aerodynamic shape of the aircraft and adapting to more complex cruising environments.

[0025] 3. In the two-stage deformable wing based on the tandem metal airbag disclosed in the present invention, the leading edge of the wing rotates under the driving action, driving the parallelogram linkage mechanism to rotate and deform. After the wing surface deforms to a predetermined position, it is locked by the self-locking characteristics of the linkage mechanism, without the need for an additional locking mechanism. The structure is simple, stable and reliable.

[0026] 4. The two-stage deformable wing based on the tandem metal airbag disclosed in the present invention realizes the deformation of the span, wing area and leading edge sweep angle of the wing surface, and has a high spread ratio. The two-stage deformable wing based on the tandem metal airbag The two-stage deformable wing based on the tandem metal airbag is transformed from a fully folded state to a fully unfolded state, and the leading edge sweep angle is converted from 82.35° to 65.16°, the total spread ratio of the span is 2.61, and the total spread ratio of the wing area is 2.60. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the accompanying drawings:

[0028] Figure 1 It is a structural schematic diagram of a first swivel-open wing bracket and a second swivel-open wing bracket of a two-stage deformable wing based on a tandem metal airbag provided by a specific embodiment of the present invention when both are folded and have a wing surface skin;

[0029] Figure 2 It is a structural schematic diagram of a two-stage deformable wing based on a tandem metal airbag provided by a specific embodiment of the present invention, in which the first swivel-open wing bracket is extended, the second swivel-open wing bracket is folded, and the wing surface skin is provided;

[0030] Figure 3 yes Figure 2 The enlarged view of point A in the middle;

[0031] Figure 4 It is a structural schematic diagram of a first swivel-open wing bracket and a second swivel-open wing bracket of a two-stage deformable wing based on a series-connected metal airbag provided by a specific embodiment of the present invention when both are folded;

[0032] Figure 5 It is a structural schematic diagram of a two-stage deformable wing based on a series metal airbag provided by a specific embodiment of the present invention when the first swivel-open wing bracket is extended and the second swivel-open wing bracket is folded;

[0033] Figure 6 It is a structural schematic diagram of an air supply and control system of a two-stage deformable wing based on a series-connected metal airbag provided in a specific embodiment of the present invention;

[0034] Figure 7 It is a structural schematic diagram of a two-stage deformable wing based on a tandem metal airbag provided by a specific embodiment of the present invention when both the first swivel-open wing bracket and the second swivel-open wing bracket are extended and have a wing skin;

[0035] Figure 8 yes Figure 7 The enlarged view of point B in the middle;

[0036] Fig. 9 It is a structural schematic diagram of a two-stage deformable wing based on a series metal airbag provided by a specific embodiment of the present invention when the first swivel-open wing bracket is extended and the second swivel-open wing bracket is folded;

[0037] Fig.10 It is a structural schematic diagram of a first swivel-open wing bracket and a second swivel-open wing bracket of a two-stage deformable wing based on a series-connected metal airbag provided by a specific embodiment of the present invention, in which both the first swivel-open wing bracket and the second swivel-open wing bracket are extended;

[0038] Fig.11is a schematic structural diagram of a first metal airbag of a two-stage deformable wing based on a series of metal airbags provided by a specific embodiment of the present invention when not inflated, along a first viewing angle;

[0039] Fig.12 is a structural schematic diagram of a first metal airbag of a two-stage deformable wing based on a series of metal airbags provided by a specific embodiment of the present invention when not inflated, taken from a second viewing angle;

[0040] Fig.13 It is a schematic structural diagram of a first metal airbag after inflation of a two-stage deformable wing based on a series of metal airbags provided by a specific embodiment of the present invention;

[0041] Fig.14 is a structural schematic diagram of a second metal airbag of a two-stage deformable wing based on a series metal airbag provided by a specific embodiment of the present invention when not inflated, along a first viewing angle;

[0042] Fig.15 is a schematic structural diagram of a second metal airbag of a two-stage deformable wing based on a series of metal airbags provided by a specific embodiment of the present invention when not inflated, along a second viewing angle;

[0043] Fig.16 It is a schematic structural diagram of the second metal airbag of the two-stage deformable wing based on the series metal airbags provided by a specific embodiment of the present invention after inflation.

[0044] In the figure:

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

[0046] 2. Second wing bracket; 201. Second wing leading edge; 202. Third wing spar; 203. Third wing rib; 204. First upper oblique rod; 205. First lower oblique rod; 206. Second metal airbag; 207. Second airbag support; 2061. Second airbag nozzle;

[0047] 3. Aircraft base;

[0048] 4. Gas supply and control system; 401. High-pressure gas cylinder; 402. Three-way valve; 403. Second solenoid valve; 404. First solenoid valve;

[0049] 5. Skin pressure plate assembly;

[0050] 6. Wing skin;

[0051] 71. Second upward oblique stroke; 72. Second downward oblique stroke;

[0052] 8. Weld. DETAILED DESCRIPTION

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

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

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

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

[0057] See also Figure 1-16The present embodiment is described. The present invention provides a two-stage deformable wing based on a series of metal airbags. The two-stage deformable wing based on the series of metal airbags includes an aircraft base 3, a first swivel-open wing bracket 1, a second swivel-open wing bracket 2, an air supply and control system 4, and a wing skin 6. The first swivel-open 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 3 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 The 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 3 at a second hinge point, and the other end is hinged to the second rear wing, 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 air supply and control system 4 can control the inflation of the first metal airbag 106 and the second metal airbag 206; the wing skin 6 is connected to both the first swing-out wing bracket 1 and the second swing-out wing bracket 2.

[0058] In the two-stage deformable wing based on the serial metal airbag, the first metal airbag 106 is the driver of the first swing-out wing bracket 1, and the first wing leading edge 101 is the driving rod of the first swing-out wing bracket 1. Before the first swing-out wing bracket 1 is extended, the second swing-out wing bracket 2 remains in a 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 an instruction to extend the first swing-out wing bracket 1, the air supply and control system 4 inflates the first metal airbag 106, and the first metal airbag 106 expands rapidly. The upper side wall of the first metal airbag 106 always contacts the lower side wall of the first wing leading edge 101 and transmits impulse. Under the drive of the first metal airbag 106, the first wing leading edge 101 rotates clockwise around the first hinge point, and at the same time drives the first rear wing to extend. When the first metal airbag 106 is pressurized and expanded to the full extent, the first wing leading edge 101 rotates to the maximum opening angle, and the first rear wing is unfolded to the full extent and is in a self-locking state of the mechanism. The second metal airbag 206 is the driver of the second swing-out wing bracket 2, and the second wing leading edge 201 is the driving rod of the second swing-out wing bracket 2. When the aircraft issues a command to extend the second swing-out wing bracket 2, the air supply and control system 4 inflates the second metal airbag 206, and the second metal airbag 206 expands rapidly. The upper side wall of the second metal airbag 206 is always in contact with the lower side wall of the second wing leading edge 201 and transmits impulse. Under the drive of the second metal airbag 206, the second wing leading edge 201 rotates clockwise around the second hinge point, driving the second rear wing to extend. When the second metal airbag 206 is pressurized and expanded to the full extent, the second wing leading edge 201 is unfolded to the maximum angle, and the second rear wing is unfolded to the full extent and is in a self-locking state of the mechanism.

[0059] The two-stage deformable wing based on the serial metal airbag works on the connecting rod mechanism through the expansion of the metal airbag, thereby driving the wing surface to deform. Compared with the traditional deformable wing drive form, this method has a simple structure, takes up very little mass and space of the aircraft, has a high output power-to-volume ratio, responds quickly, and is easy to control. In addition, by adopting the hierarchical arrangement and continuous deployment of the first swing-out wing bracket 1 and the second swing-out wing bracket 2, it is possible to have a multi-stage swing-out locked wing surface structure, that is, the aircraft has aerodynamic shapes under three different flight conditions: fully folded wings, first-stage swing-out wings, and second-stage swing-out wings, so as to achieve multi-stage control of the aerodynamic shape of the aircraft and adapt to more complex cruising spaces.

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

[0061] like Figure 11-13 As shown, optionally, the first metal airbag 106 is composed of a single metal airbag unit. The initial structure of the metal airbag unit before inflation is flat. It needs to be formed by stacking and welding two layers of metal foil through a specific welding process. A hole is opened at the geometric center of the air intake side and a first airbag nozzle 1061 with a thread is welded, thereby forming a double-layer thin-wall pillow-shaped metal bag structure with single-sided air intake. When filled with high-pressure gas, the metal airbag expands rapidly and transfers energy to the leading edge 101 of the first wing, driving the first rear wing to extend. In order to improve the driving characteristics and mechanical properties of the first metal airbag 106 after inflation, the opposite sides of the first metal airbag 106 are designed to be concave arcs or other special curves.

[0062] like Figure 14-16 As shown, optionally, the second metal airbag 206 is composed of three metal airbag units connected in series. In this embodiment, the second metal airbag 206 is formed by stacking and welding three metal airbag units. Except for the upper wall of the uppermost metal airbag unit, the upper and lower walls of all metal airbag units have air holes at specific positions. The lower wall of the lowermost metal airbag unit is welded with a second airbag nozzle 2061 with threads. Short air pipes are welded between two adjacent metal airbag units at the air holes, thereby forming a multi-layer series-connected single-side air intake metal bag structure. By determining the initial plane structure of the metal airbag unit, the shape of the metal airbag unit after inflation can be controlled, and then the vector of the metal airbag expansion work can be controlled. Compared with the first metal airbag 106 with a single metal airbag unit, the second metal airbag 206 connected in series with multiple metal airbag units can provide a larger driving stroke and rotation angle.

[0063] like Figure 3 and Figure 8 As shown, optionally, the two-stage deformable wing based on the tandem metal airbag also includes a first airbag support 107 and a second airbag support 207, the first airbag support 107 and the second airbag support 207 are both fixedly arranged on the aircraft base 3, the first metal airbag 106 is arranged on the first airbag support 107, and the second metal airbag 206 is arranged on the second airbag support 207.

[0064] It can be understood that the first airbag support 107 is arranged between the first wing leading edge 101 and the aircraft base 3, and is close to the first hinge point. Its function is to install 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 is provided with a first connecting groove. The first airbag mouth 1061 of the first metal airbag 106 can be inserted into the first connecting groove and fixed to the first airbag support 107. There is a rigid constraint between the two, so that the first metal airbag 106 is always fixed to the aircraft base 3. The second airbag support 207 is arranged between the second wing leading edge 201 and the aircraft base 3, and is close to the second hinge point. Its function is to install and restrain the second metal airbag 206. The upper surface of the second airbag support 207 is parallel to the second wing leading edge 201 before unfolding. The second airbag support 207 is provided with a second connecting groove. The second airbag mouth 2061 of the second metal airbag 206 can be inserted into the second connecting groove and fixed to the second airbag support 207. There is a rigid constraint between the two, so that the second metal airbag 206 is always fixed to the aircraft base 3.

[0065] like Figure 4 and Figure 5 As shown, 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 inclination directions of the first rib 104 and the second rib 105 are the same.

[0066] In this embodiment, the right end of the first wing leading edge 101 is connected to the hinge seat by bolts, and the hinge seat is fixedly connected to the aircraft base 3, so that the first wing leading edge 101 is hinged to the aircraft base 3.

[0067] Optionally, the number of the first ribs 104 of the first rib group is multiple, and the multiple first ribs 104 are arranged in parallel and at intervals; the number of the second ribs 105 of the second rib group is multiple, and the multiple second ribs 105 are arranged in parallel and at intervals. In this embodiment, the number of the first ribs 104 is 4, and the number of the second ribs 105 is 4. In other embodiments, the number of the first ribs 104 and the number of the second ribs 105 are not less than 4.

[0068] It can be understood that the multiple first ribs 104 and the multiple second ribs 105 are of the same length and are arranged in parallel. The left and right ends below the first spar 102 are respectively hinged to one end of the leftmost first rib 104 and the rightmost first rib 104 in the first rib group, and the left and right ends above the second spar 103 are respectively hinged to the other end of the leftmost first rib 104 and the rightmost first rib 104 in the first rib group. The first spar 102, the rightmost first rib 104 of the first wing rib group, the second spar 103 and the leftmost first rib 104 of the first wing rib group can form a parallelogram structure, and the remaining first ribs 104 in the first wing rib group are also arranged in a hinged manner at the four-equally divided point positions between the first spar 102 and the second spar 103 to form a plurality of closed parallelogram support frames to improve the airfoil stiffness. Similarly, the leftmost and rightmost second ribs 105 in the second wing rib group are hinged to form a parallelogram structure with the second wing spar 103 and the third wing spar 202, and the remaining second wing ribs 105 are arranged at the four-equal points of the second wing spar 103 and the third wing spar 202 to form a plurality of closed parallelogram support frames. When the first rear wing is unfolded, the first wing rib 104 is in line with the second wing rib 105 at the corresponding position.

[0069] like Figure 6 As shown, optionally, the gas supply and control system 4 includes a high-pressure gas cylinder 401, a three-way valve 402, a first solenoid valve 404 and a second solenoid valve 403, the three-way valve 402 has a first interface, a second interface and a third interface that are connected, the high-pressure gas cylinder 401 is connected to the first interface, the input end and the output end of the first solenoid valve 404 are respectively connected to the second interface and the first metal airbag 106, and the input end and the output end of the second solenoid valve 403 are respectively connected to the third interface and the second metal airbag 206.

[0070] The high-pressure gas cylinder 401 and the three-way valve 402 are arranged in a fixed installation space inside the aircraft base 3. The high-pressure gas cylinder 401 provides a high-pressure gas loading source for the first metal airbag 106 and the second metal airbag 206. A first pipeline is provided between the second interface of the three-way valve 402 and the first metal airbag 106, and a second pipeline is provided between the third interface of the three-way valve 402 and the second metal airbag 206. The first solenoid valve 404 and the second solenoid valve 403 can control the on-off of the first pipeline and the second pipeline respectively, so that the first solenoid valve 404 can control the high-pressure gas cylinder 401 to inflate the first metal airbag 106, and the second solenoid valve 403 can control the high-pressure gas cylinder 401 to inflate the second metal airbag 206. It can be understood that the first solenoid valve 404 and the second solenoid valve 403 both have electrical connection lines, which can be connected to the control center of the aircraft.

[0071] 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 404, the first solenoid valve 404 opens, and the high-pressure gas in the high-pressure gas storage bottle 401 enters the first metal airbag 106 through the first pipeline to rapidly expand the first metal airbag 106. The upper side wall of the first metal airbag 106 is always in contact with the first wing leading edge 101 and transmits impulse. Driven by the first metal airbag 106, the first wing leading edge 101 rotates clockwise around the first hinge point, driving the first wing beam 102 and the second wing beam 103 to translate obliquely upward, and in conjunction with it, the first wing rib group rotates counterclockwise while the second wing rib group rotates clockwise. When the first metal airbag 106 is pressurized and expanded to the full extent, the first wing leading edge 101 is unfolded to the maximum angle, at which time the first wing rib 104 is in line with the corresponding second wing rib 105. At this point, the first swing-out wing bracket 1 is unfolded to the full extent and is in a self-locking state of the mechanism.

[0072] Before the first wing bracket 1 is unfolded, the sweep angle α1 of the leading edge of the first wing is 82.35°, and the span is l 1a is 91.65mm, and the skin projection area S 1a is 152990.92mm2; after the first wing bracket 1 is unfolded, the sweep angle β1 of the leading edge of the first wing is 72.54°, and the span is l 1b is 255.39mm, the skin projection area S 1b 346741.50mm 2 The sweep angle changes to -9.81°, the aspect ratio of the span is 2.79, and the aspect ratio of the wing area is 2.27.

[0073] like Figure 9-10As shown, optionally, the second rear wing includes a third wing beam 202, a third wing rib group and a first support rod, the first support rod includes a first upper oblique rod 204 and a first lower oblique rod 205, the third wing beam 202 is arranged parallel to the aircraft base 3, the two ends of the third wing rib 203 of the third wing rib group are respectively hinged to the third wing beam 202 and the aircraft base 3, one end of the first upper oblique rod 204 is hinged to the third wing beam 202, one end of the first lower oblique rod 205 is hinged to the aircraft base 3, and the other end of the first upper oblique rod 204 is hinged to the other end of the first lower oblique rod 205. When the second rear wing is extended, the first upper oblique rod 204 and the first lower oblique rod 205 are collinear, and the first support rod can form a triangular structure with the adjacent third wing rib 203 and the aircraft base 3, and the inclination direction of the first support rod is the same as that of the first wing rib 104.

[0074] Optionally, the third rib group includes multiple third ribs 203 , and the multiple third ribs 203 are arranged in parallel and at intervals.

[0075] In this embodiment, the right end of the second wing leading edge 201 is connected to the hinge seat by bolts, and the hinge seat is fixed to the aircraft base 3 to realize the hinge connection between the second wing leading edge 201 and the aircraft base 3. The third wing rib group includes 4 parallel and equal third wing ribs 203, and the two third wing ribs 203 at the leftmost and rightmost ends of the third wing rib group form a parallelogram mechanism with the third wing beam 202 and the aircraft base 3. The first upper inclined rod 204 is hinged to the leftmost end of the third wing beam 202, and the first upper inclined rod 204 and the first lower inclined rod 205 are connected by a hinge. The first upper inclined rod 204 is hinged to the leftmost end of the third wing beam 202. When the second rear wing is unfolded, the aircraft base 3, the first support rod and the third wing rib 203 adjacent to the first support rod form a triangular structure, and the first support rod is collinear with the leftmost first wing rib 104 and the leftmost second wing rib 105.

[0076] The deformation mechanism of the second swing-open wing bracket 2 is as follows: when the aircraft issues an instruction to swing the second swing-open wing bracket 2, an electrical signal is transmitted to the second solenoid valve 403, the second solenoid valve 403 opens, and the high-pressure gas in the high-pressure gas storage bottle 401 enters the second metal airbag 206 to rapidly expand 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 to translate obliquely upward. In conjunction with this, the first upper oblique rod 204 rotates clockwise, and the first lower oblique rod 205 rotates counterclockwise, driving the third wing rib group to rotate counterclockwise. When the second metal airbag 206 is inflated and expanded to its full position, the second wing leading edge 201 is unfolded to its maximum opening angle, and at this time, the first upper inclined rod 204, the first lower inclined rod 205, the first wing rib 104 on the left side of the first wing rib group, and the second wing rib 105 on the left side of the second wing rib group are in line. At this point, the second swing-out wing bracket 2 is also unfolded to its full position and is in a self-locking state.

[0077] Before the second wing bracket 2 is unfolded, the sweep angle α2 of the leading edge of the second wing is 79.18°, and the span is l 2a is 92.74mm, and the skin projection area S 2a 61364.91mm 2 After the second wing bracket 2 is unfolded, the sweep angle β2 of the leading edge of the first-stage wing is 49.65°, and the span is l 2b is 207.64mm, and the skin projection area S 2b 149412.66mm 2 The sweep angle changes to -29.53°, the aspect ratio of the span is 2.24, and the aspect ratio of the wing area is 2.44.

[0078] The first wing bracket 1 and the second wing bracket 2 are completely folded to fully unfolded, and the leading edge sweep angle is changed from 82.35° to 65.16°, the total span ratio is 2.61, and the total wing area ratio is 2.60. In each stage of the wing surface deformation, the leading edge of the wing rotates clockwise with the metal airbag, driving the two parallelogram mechanisms to rotate in the clockwise and counterclockwise directions respectively. In this process, the three important wing surface aerodynamic parameters of the wing span, area and leading edge sweep angle are coupled and changed. Finally, the hypotenuses of each group of parallelogram mechanisms of each stage of the wing surface are collinear, and the wing beams of each stage are parallel to each other.

[0079] like Fig.10As shown, optionally, the two-stage deformable wing based on the tandem metal airbag further includes two second support rods arranged at intervals, the second support rods include a second upper inclined rod 71 and a second lower inclined rod 72, one end of the second upper inclined rod 71 is hinged to the first wing leading edge 101, one end of the second lower inclined rod 72 is hinged to the aircraft base 3, the other end of the second upper inclined rod 71 is hinged to the other end of the second lower inclined rod 72, when the first rear wing and the second rear wing are both extended, the second upper inclined rod 71 and the second lower inclined rod 72 are collinear, and the second support rod is in an opposite inclination direction to the first wing rib 104. The second support rod can improve the structural strength of the two-stage deformable wing based on the tandem metal airbag.

[0080] Optionally, the two-stage deformable wing based on the tandem metal airbag also includes a skin pressure plate assembly 5, a portion of the skin pressure plate assembly 5 is connected to the first swing-out wing bracket 1, and another portion is connected to the second swing-out wing bracket 2, a portion of the wing skin 6 is located between the skin pressure plate assembly 5 and the first swing-out wing bracket 1, and another portion is located between the skin pressure plate assembly 5 and the second swing-out wing bracket 2. The skin pressure plate assembly 5 is used to fix the wing skin 6 to the first swing-out wing bracket 1 and the second swing-out wing bracket 2. In this embodiment, the skin pressure plate assembly 5 is a group of thin-walled parts corresponding to the first wing leading edge 101, the first wing spar 102, the second wing spar 103, the second wing leading edge 201 and the third wing spar 202, and a countersunk hole is provided on its surface, thereby cooperating with bolt connection and other methods to press the wing skin 6 against the side of the first swing-out wing bracket 1 and the second swing-out wing bracket 2 to form a closed wing surface, thereby maintaining the continuity of the aerodynamic surface of the deformable wing aircraft. It can be understood that the first swing-out wing bracket 1 and the second swing-out wing bracket 2 are located on one side of the wing surface skin 6 , and the skin pressure plate assembly 5 is located on the other side of the wing surface skin 6 .

[0081] 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 the specific embodiments described. According to the content of this specification, many modifications and changes can be made. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the present invention, so that technicians in the relevant technical field can understand and use the present invention well. It is not necessary and impossible to list all the embodiments 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 two-stage deformable wing based on a series of metal airbags, characterized in that: include: Aircraft base (3); 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 (3) at a first hinge point, and the other end is hinged to the first rear wing, the first metal airbag (106) is located below the first wing leading edge (101) and can drive the first wing leading edge (101) to rotate around the first hinge point, so that the first wing leading edge (101) drives the first rear wing to extend; A second swing-out wing bracket (2) comprises a second metal airbag (206), a second wing leading edge (201) and a second rear wing, wherein one end of the second wing leading edge (201) is hinged to the aircraft base (3) 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; An air supply and control system (4) capable of controlling the inflation of the first metal airbag (106) and the second metal airbag (206); The wing surface skin (6) is connected to both the first wing support (1) and the second wing support (2).

2. The two-stage deformable wing based on the series metal airbag according to claim 1 is characterized in that: The first rear wing comprises a first spar (102), a second spar (103), a first rib group and a second rib group, the first wing leading edge (101) is hinged to the first spar (102), the first spar (102) and the second spar (103) are arranged in parallel, the two ends of a first rib (104) of the first rib group are hinged to the first spar (102) and the second spar (103) respectively, the two ends of a second rib (105) of the second rib group are hinged to the second spar (103) and the second rear wing respectively, and the first rib (104) and the second rib (105) have the same inclination direction.

3. The two-stage deformable wing based on the series metal airbag according to claim 2 is characterized in that: The number of the first ribs (104) of the first rib group is multiple, and the multiple first ribs (104) are arranged in parallel and at intervals; the number of the second ribs (105) of the second rib group is multiple, and the multiple second ribs (105) are arranged in parallel and at intervals.

4. The two-stage deformable wing based on the series metal airbag according to claim 2 is characterized in that: The second rear wing comprises a third wing spar (202), a third wing rib group and a first support rod, the first support rod comprising a first upper oblique rod (204) and a first lower oblique rod (205), the third wing spar (202) is arranged in parallel with the aircraft base (3), the two ends of the third wing rib (203) of the third wing rib group are respectively hinged to the third wing spar (202) and the aircraft base (3), one end of the first upper oblique rod (204) is hinged to the third wing spar (202), one end of the first lower oblique rod (205) is hinged to the aircraft base (3), and the other end of the first upper oblique rod (204) is hinged to the other end of the first lower oblique rod (205), when the second rear wing is extended, the first upper oblique rod (204) and the first lower oblique rod (205) are collinear, and the first support rod can form a triangular structure with the adjacent third wing rib (203) and the aircraft base (3).

5. The two-stage deformable wing based on the series metal airbag according to claim 4 is characterized in that: The third rib group includes a plurality of third ribs (203), and the plurality of third ribs (203) are arranged in parallel and at intervals.

6. The two-stage deformable wing based on the series metal airbag according to claim 2 is characterized in that: The invention also comprises two second support rods arranged at intervals, wherein the second support rods comprise a second upper inclined rod (71) and a second lower inclined rod (72), one end of the second upper inclined rod (71) is hinged to the first wing leading edge (101), one end of the second lower inclined rod (72) is hinged to the aircraft base (3), the other end of the second upper inclined rod (71) is hinged to the other end of the second lower inclined rod (72), and when the first rear wing and the second rear wing are both extended, the second upper inclined rod (71) and the second lower inclined rod (72) are collinear.

7. The two-stage deformable wing based on the series metal airbag according to claim 1 is characterized in that: The gas supply and control system (4) comprises a high-pressure gas cylinder (401), a three-way valve (402), a first solenoid valve (404) and a second solenoid valve (403); the three-way valve (402) has a first interface, a second interface and a third interface which are connected to each other; the high-pressure gas cylinder (401) is connected to the first interface; the input end and the output end of the first solenoid valve (404) are connected to the second interface and the first metal airbag (106) respectively; the input end and the output end of the second solenoid valve (403) are connected to the third interface and the second metal airbag (206) respectively.

8. The two-stage deformable wing based on the series metal airbag according to claim 1 is characterized in that: It also includes a first airbag support (107) and a second airbag support (207), wherein the first airbag support (107) and the second airbag support (207) are both fixedly arranged on the aircraft base (3), the first metal airbag (106) is arranged on the first airbag support (107), and the second metal airbag (206) is arranged on the second airbag support (207).

9. The two-stage deformable wing based on the series metal airbag according to claim 1 is characterized in that: It also includes a skin pressure plate assembly (5), a portion of which is connected to the first swing-out wing bracket (1), and another portion is connected to the second swing-out wing bracket (2); a portion of the wing surface skin (6) is located between the skin pressure plate assembly (5) and the first swing-out wing bracket (1), and another portion is located between the skin pressure plate assembly (5) and the second swing-out wing bracket (2).

10. The two-stage deformable wing based on the series metal airbag according to claim 1 is characterized in that: The second metal airbag (206) comprises a plurality of metal airbag units connected in series, and the metal airbag unit located at the uppermost layer is in contact with the second wing leading edge (201).

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