A two-stage morphing wing based on series-connected metal airbags

Abstract

The application provides a two-stage morphing wing based on a series metal air bag, and belongs to the field of aviation. The two-stage morphing wing solves the problems of the existing morphing wing device, such as heavy weight, low wing deformation and retraction ratio, and poor continuity of the aerodynamic shape of a multi-stage morphing wing. The two-stage morphing wing comprises an aircraft base body, a first rotating wing support, a second rotating wing support, a gas supply and control system and a wing skin. In the first rotating wing support, two ends of a first wing leading edge are hinged to the aircraft base body and a first rear wing respectively, a first metal air bag can drive the first wing leading edge to rotate and drive the first rear wing to stretch; in the second rotating wing support, two ends of a second wing leading edge are hinged to the aircraft base body and a second rear wing respectively, a second metal air bag can drive the second wing leading edge to rotate and drive the second rear wing to stretch; and the gas supply and control system can control the first metal air bag and the second metal air bag to inflate. The two-stage morphing wing has a simple driving mode and fast response, and compared with a single metal air bag unit, the two-stage morphing wing provides a larger driving stroke and rotation angle.

Description

Technical Field

[0001] The present 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 modern aviation, morphing wing technology is gaining increasing attention to meet diverse flight environments and mission requirements. Traditional fixed-wing designs struggle to meet the demands for efficient and flexible flight in certain performance areas, such as high- and low-speed compatibility, maneuverability, and payload adaptability. Morphing wing aircraft can actively adjust their wing shape in varying flight environments, ensuring optimal flight performance throughout all phases of flight. This technology enhances the aircraft's environmental adaptability and can meet a wide range of multi-mission requirements, demonstrating significant development potential and application value in the aerospace, defense, and civilian sectors.

[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 leads to increased system weight and maintenance difficulties, 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-driven screw to operate a nested multi-layer skin structure to achieve multi-stage telescopic deformation. However, the nested telescopic wing is stepped after deployment, 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, thin-walled structure that is flat when uninflated. It is made by welding two layers of metal foil together using a specific welding process. Compared with traditional drive devices, the metal airbag is small and lightweight. If combined with the morphing wing drive system, it will have significant advantages such as a high power-to-volume ratio and fast response. However, due to its inherent structural characteristics, the drive 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. In addition, due to its own structural characteristics, the driving stroke of the metal airbag unit is limited. The present invention specifically 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, 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] 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 swing-out wing bracket and the second swing-out wing bracket.

[0013] As a preferred solution of the above-mentioned two-stage deformable wing based on the serial metal airbag, 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 the serial metal airbag, the number of the first ribs in the first rib group is multiple, and the multiple first ribs are arranged in parallel and at intervals; the number of the second ribs in the second rib group is multiple, and the multiple second ribs are arranged in parallel and at intervals.

[0015] As a preferred solution of the above-mentioned two-stage deformable wing based on the serial metal airbag, 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 rib of the third wing rib group are hinged to the third wing spar and the aircraft base respectively, 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, and 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 rib group includes a plurality of third ribs, and the plurality of third 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 including 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 series-type 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 airbags provided by the present invention are:

[0023] 1. The disclosed drive mechanism for a two-stage morphing wing based on tandem metal airbags boasts a simple structure. By providing a single airbag and a tandem airbag to separately drive the deployment of the primary and secondary wing surfaces, the device significantly reduces aircraft mass and space requirements, achieving a high power-to-volume ratio, rapid response, and ease of control. The tandem metal airbags deploy in a fan-shaped pattern, providing a greater driving range and rotation angle.

[0024] 2. The disclosed two-stage morphing wing, based on a series of metal airbags, features aerodynamic shapes in three different flight conditions: fully folded, first-stage, and second-stage. After deployment, the wing surfaces of each stage lie on the same horizontal plane, and a flexible skin is incorporated to maintain aerodynamic shape continuity, enabling multi-level control of the aircraft's aerodynamic shape and adapting to more complex cruising environments.

[0025] 3. In the two-stage deformable wing based on tandem metal airbags disclosed in this invention, the leading edge of the wing rotates under driving force, driving the parallelogram linkage mechanism to rotate and deform. Once the wing surface deforms to a predetermined position, the linkage mechanism's self-locking properties lock it, eliminating the need for an additional locking mechanism. This results in a simple, stable, and reliable structure.

[0026] 4. The disclosed two-stage morphing wing based on tandem metal airbags achieves deformation of the airfoil's span, wing area, and leading edge sweep angle, achieving a high aspect ratio. From fully folded to fully deployed, the leading edge sweep angle of the two-stage morphing wing based on tandem metal airbags transforms from 82.35° to 65.16°, achieving an overall aspect ratio of 2.61 for span and 2.60 for wing area. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] 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:

[0028] Figure 1 This is a schematic structural diagram of a two-stage deformable wing based on a tandem metal airbag provided by a specific embodiment of the present invention, wherein both the first and second swivel-open wing brackets are folded and have wing skins;

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

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

[0031] Figure 4 2. It is a structural schematic diagram of a first swing-out wing bracket and a second swing-out 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 This is a structural schematic diagram of a two-stage deformable wing based on a series-connected metal airbag provided by a specific embodiment of the present invention, when the first swing-out wing bracket is extended and the second swing-out wing bracket is folded;

[0033] Figure 6 Schematic diagram of the structure of the air supply and control system of the two-stage deformable wing based on the series-connected metal airbags provided by a specific embodiment of the present invention;

[0034] Figure 7 This is a schematic structural diagram of a two-stage deformable wing based on a tandem metal airbag provided by a specific embodiment of the present invention, with both the first and second swivel-open wing brackets extended and with an airfoil skin;

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

[0036] Figure 9 This is a structural schematic diagram of a two-stage deformable wing based on a series-connected metal airbag provided by a specific embodiment of the present invention, when the first swing-out wing bracket is extended and the second swing-out wing bracket is folded;

[0037] Figure 10 2. It is a structural schematic diagram of a two-stage deformable wing based on a series-connected metal airbag provided by a specific embodiment of the present invention, in which the first and second swivel-open wing brackets are both extended;

[0038] Figure 111 is 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 the first metal airbag is not inflated, taken from a first viewing angle;

[0039] Figure 12 1 is 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, taken from a second viewing angle;

[0040] Figure 13 1 is a schematic structural diagram of a first metal airbag of a two-stage deformable wing based on a series of metal airbags after inflation, provided by a specific embodiment of the present invention;

[0041] Figure 14 1 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 the second metal airbag is not inflated, taken from a first viewing angle;

[0042] Figure 15 1 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 the second metal airbag is not inflated, taken from a second viewing angle;

[0043] Figure 16 It is a structural schematic 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 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. First airbag nozzle;

[0046] 2. Second swing-out 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 slant; 72. Second downward slant;

[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 Figures 1-16The 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 swing-open wing bracket 1, a second swing-open wing bracket 2, an air supply and control system 4 and a wing skin 6. The first swing-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, thereby making 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 this two-stage deformable wing based on a series of metal airbags, 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 a command 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 is always in contact with the lower side wall of 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, while driving the first rear wing to extend. When the first metal airbag 106 is pressurized and expanded to its full extent, the first wing leading edge 101 rotates to its maximum angle, and the first rear wing is fully deployed and in a self-locking state. The second metal airbag 206 is the actuator for the second swing-out wing bracket 2, and the second wing leading edge 201 is the driving rod for 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, causing it to rapidly expand. The upper sidewall of the second metal airbag 206 is in constant contact with the lower sidewall of the second wing leading edge 201, transmitting momentum. Driven by the second metal airbag 206, the second wing leading edge 201 rotates clockwise about the second hinge point, driving the second rear wing to extend. When the second metal airbag 206 is fully inflated, the second wing leading edge 201 unfolds to its maximum angle, and the second rear wing is now fully deployed and in a self-locking state.

[0059] This two-stage deformable wing based on a series of metal airbags works on the connecting rod mechanism through the expansion of the metal airbags, thereby driving the deformation of the wing surface. Compared with traditional deformable wing drive forms, this method has a simple structure, takes up very little mass and space in the aircraft, has a high output power-to-volume ratio, responds quickly, and is easy to control. In addition, the hierarchical arrangement and continuous deployment of the first and second swing-out wing brackets 1 and 2 can provide a multi-stage swing-out and 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. This allows for multi-stage control of the aircraft's aerodynamic shape to 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 extended 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 Figures 11-13 As shown, the first metal airbag 106 optionally comprises a single metal airbag unit. Initially flat before inflation, the unit is constructed by stacking and welding two layers of metal foil using a specific welding process. A hole is drilled at the geometric center of the air intake side and a threaded first airbag nozzle 1061 is welded to it, creating a double-layer, thin-walled, pillow-shaped metal airbag structure with single-sided air intake. When filled with high-pressure gas, the airbag rapidly expands and transfers energy to the leading edge of the first wing 101, driving the first rear wing to extend. To enhance the driving characteristics and mechanical performance of the inflated first metal airbag 106, the opposite sides of the first metal airbag 106 are designed with concave arcs or other special curves.

[0062] like Figures 14-16 As shown, the second metal airbag 206 optionally comprises three metal airbag units connected in series. In this embodiment, the second metal airbag 206 is formed by stacking and welding the three units. Except for the upper wall of the topmost unit, all the upper and lower walls of the units have air holes defined at specific locations. A threaded second airbag nozzle 2061 is welded to the lower wall of the bottommost unit. Short air tubes are welded between adjacent units at the air holes, forming a multi-layer, series-connected, single-side air intake metal airbag structure. By determining the initial planar structure of the metal airbag units, their shape after inflation can be controlled, thereby controlling the vector of the work performed by the expansion. Compared to the first metal airbag 106, which utilizes a single unit, the second metal airbag 206, which comprises multiple units in series, can provide a greater driving range and rotation angle.

[0063] like Figure 3 andFigure 8 As shown, optionally, the two-stage deformable wing based on the serial metal airbags further 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 deployment. 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 via a bolt, and the hinge seat is fixedly connected to the aircraft base 3, thereby realizing the hinge connection between the first wing leading edge 101 and the aircraft base 3.

[0067] 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 is four, and the number of second ribs 105 is four. In other embodiments, the number of first ribs 104 and second ribs 105 is no less than four.

[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 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. 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 can form a parallelogram structure. The remaining first ribs 104 in the first rib group are also hingedly arranged at the four-equal-division point positions between the first spar 102 and the second spar 103 to form a plurality of closed parallelogram support frames to improve the wing surface stiffness. Similarly, the leftmost and rightmost second ribs 105 in the second rib group are hingedly connected to the second spar 103 and the third spar 202 to form a parallelogram structure. The remaining second ribs 105 are arranged at the quartering points of the second spar 103 and the third spar 202 to form multiple closed parallelogram support frames. When the first rear wing is deployed, the first ribs 104 are collinear with the corresponding second ribs 105.

[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] A high-pressure gas cylinder 401 and a three-way valve 402 are arranged in a fixed installation space within 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 port of the three-way valve 402 and the first metal airbag 106, and a second pipeline is provided between the third port of the three-way valve 402 and the second metal airbag 206. A first solenoid valve 404 and a second solenoid valve 403 can respectively control the opening and closing of the first pipeline and the second pipeline. Thus, 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 will be understood that both the first solenoid valve 404 and the second solenoid valve 403 have electrical connections that can be connected to the aircraft's control center.

[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, which opens. The high-pressure gas in the high-pressure gas cylinder 401 enters the first metal airbag 106 through the first 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 around 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 counterclockwise while the second wing rib group rotates clockwise. When the first metal airbag 106 is pressurized and expanded into place, the first wing leading edge 101 is unfolded to its maximum angle. At this 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 fully unfolded and in a self-locking state.

[0072] Before the first swing-out 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 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 255.39 mm, and 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 Figures 9-10As shown, the second rear wing optionally comprises a third spar 202, a third rib group and a first support rod, the first support rod comprises a first upper diagonal rod 204 and a first lower diagonal rod 205, the third spar 202 is parallel to the aircraft body 3, two ends of the third ribs 203 of the third rib group are hinged to the third spar 202 and the aircraft body 3 respectively, one end of the first upper diagonal rod 204 is hinged to the third spar 202, one end of the first lower diagonal rod 205 is hinged to the aircraft body 3, the other end of the first upper diagonal rod 204 is hinged to the other end of the first lower diagonal rod 205, when the second rear wing is stretched, the first upper diagonal rod 204 and the first lower diagonal rod 205 are collinear, and the first support rod can form a triangular structure with the adjacent third rib 203 and the aircraft body 3, and the inclination direction of the first support rod is the same as that of the first rib 104.

[0074] Optionally, the number of the third ribs 203 of the third rib group is multiple, and the multiple third ribs 203 are parallel and spaced.

[0075] In this embodiment, the right end of the second wing leading edge 201 is hinged to the aircraft body 3 through a hinge seat fixed to the aircraft body 3. The third rib group comprises four parallel and equal-length third ribs 203, and the two third ribs 203 at the leftmost and rightmost ends of the third rib group form a parallelogram mechanism with the third spar 202 and the aircraft body 3. The first upper diagonal rod 204 is hinged to the leftmost end of the third spar 202, and the first upper diagonal rod 204 and the first lower diagonal rod 205 are connected through a hinge. The first upper diagonal rod 204 is hinged to the leftmost end of the third spar 202, and when the second rear wing is stretched, the aircraft body 3, the first support rod and the third rib 203 adjacent to the first support rod form a triangular structure, and the first support rod is collinear with the leftmost first rib 104 and the leftmost second rib 105.

[0076] The deformation mechanism of the second swing-out wing bracket 2 is as follows: when the aircraft issues an instruction to swing the second swing-out 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 cylinder 401 enters the second metal airbag 206, causing the second metal airbag 206 to expand rapidly. 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 rib group to rotate 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 upper and lower oblique rods 204 and 205 are aligned with the leftmost first rib 104 of the first rib group and the leftmost second rib 105 of the second rib group. At this point, the second swing-out wing bracket 2 is fully deployed and 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 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] When the first and second swing-out wing brackets 1 and 2 are fully folded to fully extended, the leading edge sweep angle changes from 82.35° to 65.16°, resulting in a total span-to-span ratio of 2.61 and a total wing area-to-span ratio of 2.60. During each stage of the wing's swing-out deformation, the wing's leading edge rotates clockwise, driven by the metal airbag, driving the two 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 each parallelogram mechanism on each stage of the wing become collinear, and the wing spars at each stage become parallel.

[0079] like Figure 10As shown, the two-stage deformable wing based on the tandem metal airbags optionally further includes two spaced-apart second support rods, comprising a second upper oblique rod 71 and a second lower oblique rod 72. One end of the second upper oblique rod 71 is hinged to the first wing leading edge 101, and one end of the second lower oblique rod 72 is hinged to the aircraft base 3. The other end of the second upper oblique rod 71 is hinged to the other end of the second lower oblique rod 72. When both the first and second rear wings are extended, the second upper oblique rod 71 and the second lower oblique rod 72 are collinear, and the second support rods are inclined in the opposite direction to the first wing rib 104. The second support rods can enhance the structural strength of the two-stage deformable wing based on the tandem metal airbags.

[0080] Optionally, the two-stage deformable wing based on the serial metal airbag further 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 the surface thereof, thereby cooperating with bolt connection and other methods to press the wing skin 6 against the side surfaces 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 airfoil skin 6 , and the skin pressure plate assembly 5 is located on the other side of the airfoil 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 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 understand and utilize 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, 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 (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); A wing surface skin (6) is connected to both the first wing swing bracket (1) and the second wing swing bracket (2); 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, two ends of a first rib (104) of the first rib group are hinged to the first spar (102) and the second spar (103), two ends of a 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) have the same inclination direction; 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.

2. The two-stage deformable wing based on the series metal airbag according to claim 1 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 comprises 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 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).

3. The two-stage deformable wing based on the series metal airbag according to claim 2 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.

4. The two-stage deformable wing based on the series metal airbag according to claim 1 is characterized in that: The invention also includes two second support rods arranged at intervals, wherein the second support rods include a second upper oblique rod (71) and a second lower oblique rod (72), one end of the second upper oblique rod (71) is hinged to the first wing leading edge (101), one end of the second lower oblique rod (72) is hinged to the aircraft base (3), the other end of the second upper oblique rod (71) is hinged to the other end of the second lower oblique rod (72), and when the first rear wing and the second rear wing are both extended, the second upper oblique rod (71) and the second lower oblique rod (72) are collinear.

5. 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 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); 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).

6. The two-stage deformable wing based on the series metal airbag according to claim 1 is characterized in that: The invention 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).

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

8. 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 on the uppermost layer is in contact with the second wing leading edge (201).

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