Foldable wing for hybrid vehicle and hybrid vehicle

Abstract

The invention relates to the technical field of vehicles, and discloses a foldable wing for a hybrid carrier and the hybrid carrier. The foldable wings comprise two sets of wing assemblies which are installed on the two sides of the aircraft body respectively and comprise primary wings and secondary wings, the primary wings are installed on the top of the aircraft body, and the secondary wings are installed on the primary wings in a telescopic mode; the two mother wings can rotate in the horizontal direction, and at least one mother wing can swing in the vertical direction; the driving assembly drives the wing assembly to be switched between an unfolded state and a folded state; in the unfolding state, the son wings extend to the outer sides of the mother wings, the mother wings are unfolded to the outer side of the aircraft body, and the two mother wings in the two sets of wing assemblies are located in the same plane; in the folding state, the son wings retract into the mother wings, the mother wings are folded to the inner side of the aircraft body, and at least parts of the two mother wings are mutually stacked. Through double-shaft movement (horizontal rotation and vertical swing) of the mother wing and nested extension and retraction of the son wing, breakthrough design of the wing width and minimization of the folding size are achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of transportation means, and particularly to a foldable wing for a hybrid vehicle and a hybrid vehicle. Background Art

[0002] Ground transportation means such as cars and air transportation means such as airplanes have existed for many years. In recent years, more and more research institutions have been developing another category of transportation means, that is, transportation means that can be used in the air and on the ground, so as to avoid problems such as ground congestion, few airports, and inconvenient access.

[0003] Such transportation means need to meet the needs of flight and load in the air, and meet the requirements of short takeoff and landing and low speed. There are specific area requirements for its wings. (The lift of a fixed-wing aircraft is proportional to the square of the flight speed and the wing area), which makes the wingspan and chord length not too small; at the same time, such transportation means need to meet the driving needs on the ground, especially in urban roads, and be able to park in ordinary parking spaces, which limits the size of the wingspan and chord length. Usually, the size of a household car is within 5 meters * 2 meters * 2 meters (corresponding to length, width, and height). A feasible solution is to fold the wings when driving on the ground and unfold the wings when flying is required. However, folding itself requires the setting of connection and steering devices and is equipped with power, there are reliability problems, so excessive and complex folding should generally be avoided.

[0004] At the same time, when the transportation means is flying, the aerodynamic shape needs to be fully considered, especially the frontal resistance, which limits the frontal width of the transportation means, that is, the width of the body. Under the multiple requirements of controlling size, reducing resistance, ensuring lift, meeting the requirements of the aerodynamic shape of the aircraft, and being stable and reliable, inventing a corresponding foldable wing has always been a huge problem. Summary of the Invention

[0005] In view of this, the present invention provides a foldable wing for a hybrid vehicle and a hybrid vehicle to solve the problem that the hybrid vehicle in the prior art needs to meet the folding performance and size standards at the same time.

[0006] In a first aspect, the present invention provides a foldable wing for a hybrid vehicle, the hybrid vehicle includes a body, and the foldable wing includes:

[0007] Two groups of wing assemblies are respectively mounted on both sides of the fuselage along the axial direction thereof, each group of the wing assemblies comprises a main wing and a sub-wing, the main wing is mounted on the top of the fuselage, and the sub-wing is telescopically mounted on one end of the main wing away from the fuselage; wherein the two main wings in the two groups of wing assemblies are both rotatable in the horizontal direction relative to the fuselage, and at least one of the main wings in the two groups of wing assemblies is swingable in the vertical direction relative to the fuselage;

[0008] A driving assembly is respectively connected to the two groups of wing assemblies in a transmission manner, and the driving assembly is used to drive the wing assemblies to switch between an unfolded state and a folded state;

[0009] Among them, in the expanded state, the sub-wing extends to the outside of the mother wing, the mother wing is expanded to the outside of the fuselage, and the two mother wings in the two groups of wing assemblies are in the same plane; in the folded state, the sub-wing retracts into the accommodating cavity inside the mother wing, the mother wing is folded to the inside of the fuselage, and at least parts of the two mother wings in the two groups of wing assemblies are arranged to overlap each other.

[0010] Beneficial effects: The foldable wing for hybrid vehicles according to the embodiment of the present invention realizes a breakthrough design of wing width and minimizes the folding volume through the dual-axis movement of the main wing (horizontal rotation + vertical swing) and the nested extension of the sub-wing. The stacking structure compresses the lateral size through the spatial dislocation design, while the extension of the sub-wing takes into account both the flight lift and the storage requirements, solving the performance compromise problem caused by space limitations of traditional folding wings.

[0011] Furthermore, compared with the related technologies, it has at least the following advantages: on the one hand, the wing surface is continuous when unfolded, and the lift efficiency is close to that of fixed wings; when folded, the drag is significantly reduced, taking into account both flight and ground mobility performance. On the other hand, the stacking design allows the mother wing to adopt a larger chord length, and when folded, the lateral occupied space is compressed to less than 30% of that when unfolded through overlapping. At the same time, the larger chord length when unfolded significantly increases lift and load-bearing capacity.

[0012] In one embodiment, a rotating shaft and a limiting cap located at the top of the rotating shaft are provided on the top of the body, and the mother wing is swingably connected to the body in the vertical direction through a deflection hinge assembly;

[0013] The deflection hinge assembly includes a rotor bearing and an elastic filler, wherein the rotor bearing is sleeved on the outer side of the rotating shaft, and the mother wing is installed on the outer side of the rotor bearing and is located between the limiting cap and the machine body, wherein elastic fillers are sandwiched between the upper surface of the mother wing and the limiting cap, between the lower surface of the mother wing and the machine body, and between the mother wing and the rotor bearing.

[0014] Beneficial effects: On the one hand, the elastic filler achieves flexible swinging without a rigid hinge through elastic deformation, avoiding jamming and wear of traditional hinges; on the other hand, the elastic filler absorbs energy in the vertical direction, and the rotor bearing only bears the horizontal rotation load, extending the service life of the components. It can be understood that the present invention does not require a complex hinge structure and can achieve multi-degree-of-freedom motion through the cooperation of an elastic material and a rotor bearing.

[0015] In one embodiment, the two sets of wing assemblies respectively include a first main wing and a second main wing. Among them, the first main wing is swingably connected to the fuselage in the vertical direction through the deflection hinge assembly;

[0016] A guiding slide rail is provided at the top of the fuselage. The guiding slide rail is arc-shaped and concentric with the rotating shaft. The guiding slide rail is located outside the deflection hinge assembly; a guiding fitting is provided on the lower surface of the first main wing. The guiding fitting is located between the rotating shaft and the first sub-wing, and the guiding fitting is slidably matched with the guiding slide rail;

[0017] Among them, in the rotation direction of the first main wing from the unfolded state to the folded state, the height of the guiding slide rail gradually increases, so that in the folded state, the first main wing is stacked above the second main wing.

[0018] Beneficial effects: The present invention realizes synchronous control of rotation and lifting through the contour of the arc-shaped path and the guiding slide rail with height change, without an additional vertical driving device. At this time, the stacking height is automatically completed through mechanical structure design, thus simplifying the control system.

[0019] In one embodiment, a guide rail groove is provided at the top of the fuselage, and the guiding slide rail is installed in the guide rail groove; in the rotation direction of the first main wing from the unfolded state to the folded state, the depth of the guide rail groove gradually decreases, so that the height of the guiding slide rail gradually increases;

[0020] The guiding fitting includes a guiding arm and a guiding hand. The guiding hand is slidably fitted on the outside of the guiding slide rail. The guiding hand is hinged to the guiding arm, and the guiding arm is fixed on the lower surface of the first main wing.

[0021] Beneficial effects: The design of the changing depth of the guide rail groove realizes stepless adjustment of the stacking height of the main wing without additional sensors or actuators. Moreover, the guiding structure of the guiding fitting can ensure the guiding stability during its movement and prevent the guiding fitting from disengaging from the guiding slide rail. At the same time, since the guide rail groove is embedded in the top of the fuselage, space is saved and aerodynamic resistance is reduced.

[0022] In one embodiment, the drive assembly includes a first drive member and a stretching assembly. The first drive member is fixed to the body. One end of the stretching assembly is in transmission connection with the first drive member, and the other end of the stretching assembly passes through the main wing and is fixed to the end of the sub-wing away from the body.

[0023] The first drive member is configured to drive the wing assembly to switch from the deployed state to the folded state through the stretching assembly.

[0024] Advantageous effects: This design allows for precise control of the deployment and folding of the wings, improving the operation efficiency. This design cleverly utilizes the internal space of the body to arrange the drive member and the stretching assembly, achieving the folding function of the wings without significantly increasing the external dimensions, which is particularly suitable for small aircraft with limited space. Further, the present invention can ensure long-term stable operation and reduce the failure rate through the carefully designed first drive member and stretching assembly. In addition, this design also supports adjusting the driving force and speed according to actual needs, further enhancing the reliability and adaptability of the system.

[0025] In one embodiment, a sliding fit point fixed relative to the main wing is provided in the accommodation cavity of the main wing.

[0026] The stretching assembly includes a first stretching section and a second stretching section. The first stretching section is located between the sliding fit point and the first drive member, and the second stretching section is located between the sliding fit point and the end of the sub-wing away from the body.

[0027] Wherein, the first stretching section and the second stretching section are arranged at an angle; in the deployed state, the first stretching section extends towards the central axis of the body and is inclined with respect to the length direction of the main wing.

[0028] Advantageous effects: Through the linkage design of the double stretching sections, the present invention completes the actions of the main wing retracting and the sub-wing retracting. After folding, the overall width can be shortened to less than 1 / 4 of the deployed length. The guiding function of the sliding fit point ensures that the movement trajectories of the main wing and the sub-wing are predictable, avoiding error accumulation caused by excessive degrees of freedom. At the same time, the inclined design of the first stretching section converts the torque of the first drive member into the linear retracting force of the main wing, reducing energy loss.

[0029] In one embodiment, the stretching assembly further includes a first steering device, a second steering device, and a third steering device. The first steering device is installed on the top of the body, the second steering device is installed at the sliding fit point; the third steering device is installed inside the sub-wing.

[0030] Wherein, the first stretching section is slidably fitted on the first steering device, the connection between the first stretching section and the second stretching section is slidably fitted on the second steering device, and the second stretching section is slidably fitted on the third steering device.

[0031] Advantageous effects: By means of the fixed pulleys of the three steering devices, the movement path of the stretching assembly is restricted within a preset track, eliminating the errors caused by degrees of freedom. For example, the third steering device can ensure that the sub-wing is completely embedded inside the main wing when retracted, avoiding protrusion or deviation. Further, the rigid structure of the steering device can resist vibration and impact, ensuring the stability of the movement track under harsh environments (such as strong wind and bumpiness).

[0032] In one embodiment, it further includes:

[0033] Two first elastic resetting members, both installed on the fuselage, with two ends of each first elastic resetting member respectively hinged to the nose of the fuselage and the main wing; wherein, in the deployed state, each first elastic resetting member is in a stretched state or a natural state.

[0034] Advantageous effects: The first elastic resetting member can drive the main wing to reset from the folded state to the deployed state.

[0035] In one embodiment, in the folded state, each first elastic resetting member is located outside its corresponding rotating shaft.

[0036] Advantageous effects: By cleverly adjusting the position of the first elastic resetting member relative to the rotating shaft, the problem of dead force areas that may be encountered in traditional designs is solved, and it is ensured that the first elastic resetting member can always provide the correct resetting force throughout the folding and unfolding processes, thereby not only improving the reliability and efficiency of the system, but also enhancing the overall stability of the wing structure.

[0037] In one embodiment, it further includes:

[0038] Two second elastic resetting members, respectively installed in two groups of wing assemblies, with two ends of each second elastic resetting member respectively connected to its corresponding main wing and sub-wing; wherein, in the deployed state, each second elastic resetting member is in a compressed state or a natural state.

[0039] Advantageous effects: The second elastic resetting member can drive the sub-wing to reset from the folded state to the deployed state.

[0040] In one embodiment, the elastic coefficient of the second elastic resetting member is less than the elastic coefficient of the first elastic resetting member.

[0041] Beneficial effects: This embodiment ensures that the sub-wing is folded before the main wing through the difference in elastic coefficients, preventing the sub-wing from colliding with the fuselage or other components of the main wing during the folding process. In addition, in the folded state, the sub-wing is completely embedded in the main wing, and the main wing is then folded into the fuselage, which can ensure the minimization of the overall volume. At the same time, the above design can naturally achieve a "sub-wing first" folding order through the difference in physical elastic coefficients, without the need for additional sensors or control modules to determine the position, reducing system complexity.

[0042] In one of the embodiments, a locking device is further provided on the nose of the fuselage; in the unfolded state, both ends of the locking device are respectively locked on the two mother wings of the two sets of wing assemblies to limit the rotation of the two mother wings.

[0043] Beneficial effect: When the wing is unfolded, the locking device fixes the mother wing to the nose of the fuselage by mechanical or electromechanical means to prevent accidental rotation caused by aerodynamic loads, vibrations or external forces.

[0044] In one embodiment, the driving assembly further comprises a second driving member, which is fixed to the head of the machine body and is in transmission connection with the locking device;

[0045] The second driving member is used to drive the locking device to rise and fall in the vertical direction to adjust the angle of attack of the two mother wings; and / or, the second driving member is used to drive the locking device to move in the horizontal direction to adjust the sweep angle of the two mother wings.

[0046] Beneficial effect: The second drive member drives the locking device to move in the vertical or horizontal direction, thereby realizing active control of the wing angle of attack and sweep angle, and significantly improving the aerodynamic performance and mission adaptability of the aircraft.

[0047] In a second aspect, the present invention provides a hybrid vehicle, comprising a body, a cabin, a tail, a steering wheel and an engine, and also comprising the foldable wings as described in the first aspect of the present invention;

[0048] The cabin and the engine are arranged inside the fuselage, the tail wing is arranged at the tail of the fuselage, and the steering wheel and the foldable wing are respectively installed at the bottom and the top of the fuselage. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0050] Figure 1 It is a top-down plan view of the mother wing of the hybrid vehicle given in the embodiment of the present invention when it is in the deployed state;

[0051] Figure 2 It is a top-down plan view of the mother wing of the hybrid vehicle given in the embodiment of the present invention when it is in the folded state;

[0052] Figure 3 It is a rear view plan view of the mother wing of the hybrid vehicle given in the embodiment of the present invention when it is in the folded state;

[0053] Figure 4 It is a schematic diagram of the outer frame of the mother wing given in the embodiment of the present invention;

[0054] Figure 5 It is a pivot cross-section view of the deflectable mother wing connected to the fuselage given in the embodiment of the present invention;

[0055] Figure 6 It is a top-down plan view of the fuselage given in the embodiment of the present invention;

[0056] Figure 7 It is a transverse cross-section view of the guiding slide rail and the guiding fitting given in the embodiment of the present invention;

[0057] Figure 8 It is a schematic diagram of the structure of the guiding fitting given in the embodiment of the present invention;

[0058] Figure 9 It is a schematic diagram of the structure of the guiding slide rail given in the embodiment of the present invention;

[0059] Figure 10 It is a schematic diagram of the internal structure of the connection between the mother wing and the sub-wing when the mother wing is in the deployed state given in the embodiment of the present invention.

[0060] Explanation of reference numerals:

[0061] 100, fuselage; 101, mother wing; 101-A, accommodation cavity; 101-B, second elastic reset member; 101-C, sliding fit point; 102, sub-wing; 103, deflection hinge assembly; 103-2A, rotating shaft; 103-2B, rotor bearing; 103-2C, limit cap; 103-2D, safety pin; 103-2E, elastic filler; 405-A, guide rail groove; 405-B, guiding slide rail; 405-C, guiding arm; 405-D, hinge shaft; 405-E, guiding hand; 104, first elastic reset member; 105, first steering device; 106, first driving member; 107, stretching assembly; 108, locking device; 109, second driving member; 110, roller; 111, deflection pad. Detailed implementation manners

[0062] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0063] In the description of the embodiments of the present invention, it should be noted that the orientation or positional relationships indicated by the terms "center", "longitudinal", "transverse", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. are based on the orientation or positional relationships shown in the accompanying drawings. These are only for the convenience of describing the embodiments of the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the embodiments of the present invention. In addition, the terms "first", "second", and "third" are only used for descriptive purposes and should not be construed as indicating or implying relative importance.

[0064] In the description of the embodiments of the present invention, it should be noted that unless otherwise clearly defined and limited, the terms "connected" and "coupled" 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 directly connected or indirectly connected through an intermediate medium. For those of ordinary skill in the art, the specific meanings of the above terms in the embodiments of the present invention can be understood according to specific circumstances.

[0065] In the embodiments of the present invention, unless otherwise clearly defined and limited, the first feature being "on" or "under" the second feature can be that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature being "above", "over", and "on top of" the second feature can be that the first feature is directly above or obliquely above the second feature, or simply means that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath", and "underneath" the second feature can be that the first feature is directly below or obliquely below the second feature, or simply means that the first feature has a lower horizontal height than the second feature.

[0066] The foldable wing for a hybrid vehicle and the hybrid vehicle according to the present invention will be introduced below with reference to the accompanying drawings.

[0067] As Figures 1 to 10 shown, the foldable wing for a hybrid vehicle according to the first aspect embodiment of the present invention, the hybrid vehicle includes a vehicle body 100, and the foldable wing includes two sets of wing components and a driving component.

[0068] Two sets of wing assemblies are respectively installed on both sides of the fuselage 100 along its axial direction. Each set of wing assemblies includes a main wing 101 and a sub-wing 102. The main wing 101 is installed on the top of the fuselage 100, and the sub-wing 102 is telescopically installed at one end of the main wing 101 away from the fuselage 100. Among them, the two main wings 101 in the two sets of wing assemblies are both rotatably arranged relative to the fuselage 100 in the horizontal direction, and at least one main wing 101 in the two sets of wing assemblies is swingably arranged relative to the fuselage 100 in the vertical direction.

[0069] The drive assemblies are respectively in transmission connection with the two sets of wing assemblies, and the drive assemblies are used to drive the wing assemblies to switch between the deployed state and the folded state.

[0070] Among them, in the deployed state, the sub-wing 102 extends to the outside of the main wing 101, the main wing 101 extends to the outside of the fuselage 100, and the two main wings 101 in the two sets of wing assemblies are both in the same plane; in the folded state, the sub-wing 102 retracts into the accommodation cavity 101-A inside the main wing 101, the main wing 101 folds inwards to the inside of the fuselage 100, and at least part of the two main wings 101 in the two sets of wing assemblies are stacked on each other.

[0071] The foldable wing for a hybrid vehicle according to an embodiment of the present invention is specifically structured as follows: The foldable wing system of the present invention is composed of two sets of wing assemblies and drive assemblies, and each set of wing assemblies includes a main wing 101 and a sub-wing 102. It should be noted that in the following text, "longitudinal" refers to the direction parallel to the central axis of the fuselage 100, and "transverse" refers to the direction perpendicular to the central axis of the fuselage 100.

[0072] The main wing 101 is connected to the top of the fuselage 100 through a horizontal rotation shaft and can rotate in the horizontal plane (around the vertical axis). At the same time, at least one side of the main wing 101 realizes swinging in the vertical plane (around the horizontal axis) through a vertical swing mechanism (such as a hinge or a swing shaft).

[0073] On the one hand, the main wing 101 has a horizontal rotation function. Specifically, in the deployed state, the main wing 101 rotates outwards to be perpendicular to the axis of the fuselage 100, so as to form a large wing width and a large wingspan, improving lift and aerodynamic efficiency; in the folded state, the main wing 101 rotates inwards and approaches the fuselage 100, thereby reducing the volume of the entire vehicle in the transverse direction. On the other hand, the main wing 101 also has a vertical swing function. Specifically, in the folded state, at least one main wing 101 (such as the right side) swings downwards or upwards through a vertical swing mechanism and overlaps with a part of the other main wing 101 (for example, no interference is achieved through a groove or angle matching); in the deployed state, one side of the main wing 101 returns to the horizontal state and is coplanar with the other main wing 101, thereby ensuring aerodynamic performance.

[0074] The sub-wing 102 can be telescopically connected to the distal end of the main wing 101 (i.e., the end away from the airframe 100) through structures such as sliding rails or guide grooves, and the sub-wing 102 can slide along the length direction of the main wing 101. When the sub-wing 102 retracts, it is completely received in the accommodation cavity 101-A inside the main wing 101, and when it is deployed, it extends to the outside of the main wing 101.

[0075] The sub-wing 102 has a telescopic function. Specifically, in the deployed state, the sub-wing 102 slides forward out of the accommodation cavity 101-A of the main wing 101, thereby expanding the wingspan and enhancing the lift and range; in the folded state, the sub-wing 102 retracts into the main wing 101, so as to be completely hidden to reduce the exposed volume, and can further reduce the longitudinal length of the vehicle.

[0076] The drive assembly generally includes components such as a drive device, a transmission mechanism, and a locking device 108, and is used to coordinate the horizontal rotation, vertical swing of the main wing 101, and the telescopic movement of the sub-wing 102 to ensure synchronization and accuracy. For example, the drive device is usually a motor, a hydraulic cylinder, or an electro-hydraulic servo system, which provides power for rotation, swing, and telescoping. The transmission mechanism transmits the power to the rotation shaft, swing shaft of the main wing 101, and the sliding rail of the sub-wing 102 through gears, connecting rods, or synchronous belts. The locking device 108 locks the positions of the main wing 101 and the sub-wing 102 in the deployed state to ensure flight stability; releases the lock in the folded state to allow movement.

[0077] Based on the above introduction of the specific structure of the foldable wing, the specific working principle of the present invention is as follows:

[0078] The core working principle of the present invention is based on the biaxial movement of the main wing 101 and the nested telescoping of the sub-wing 102, and realizes wing width breakthrough and volume compression through the following mechanisms: (1) Biaxial movement of the main wing 101: On the one hand, the main wing 101 can rotate horizontally, that is, the main wing 101 changes the relative angle between the main wing 101 and the airframe 100 through the rotation shaft to realize deployment or retraction; on the other hand, the main wing 101 can swing vertically, that is, the main wing 101 changes the vertical attitude of the main wing 101 through the swing mechanism, and when folded, part of the area of the main wing 101 is stacked with the other main wing 101, using spatial dislocation to reduce the lateral occupied space. (2) Nested telescoping of the sub-wing 102: The sub-wing 102 is connected to the main wing 101 through components such as sliding rails, and when retracted, it is completely received in the accommodation cavity 101-A inside the main wing 101 to avoid exposure; when deployed, it extends to the outer end of the main wing 101 to increase the wingspan to enhance lift and improve gliding performance.

[0079] It should also be noted that when the main wing 101 is in the folded state, through the mutual stacking of partial areas, the wing width that is longitudinally distributed when unfolded can be converted into a horizontally stacked compact structure. For example, if the wingspan of the main wing 101 is 8 meters when unfolded, the occupied width in the longitudinal direction after stacking can be compressed to less than 2 meters, thus meeting the requirements of ground storage or transportation.

[0080] Since the stacking significantly reduces the lateral space requirement after folding, the original wing width (i.e., the chord length) of the main wing 101 can be designed to be larger. The above design breaks through the limitation that the wing width of traditional folding wings has to be shortened due to lateral space constraints. Further, due to the design that the original wing width of the main wing 101 can be increased, in the unfolded state, a larger wing width can provide a larger airflow bearing area, thereby increasing lift. It can be understood that according to the principle of aerodynamics, increasing the wing width can improve lift and thus enhance the load-carrying capacity.

[0081] Further, based on the above working principle, the specific working process of the foldable wing of the present invention is as follows:

[0082] During the process of switching to the unfolded state, the driving component drives the two main wings 101 on both sides to rotate outward around the horizontal rotation axis until they are perpendicular to the axis of the fuselage 100 and form the same horizontal plane, providing a large wingspan (such as 8 meters) to increase lift. The driving component pushes the sub-wing 102 to slide forward along the slide rail to the outer end of the main wing 101, and the locking device 108 fixes the position to form a complete wing structure, extending the wingspan to expand the wing area, enhance lift and improve the gliding performance. Among them, if one main wing 101 has swung and folded, it returns to the horizontal state and is coplanar with the other main wing 101 to ensure the optimal aerodynamic performance.

[0083] During the process of switching to the folded state, the driving component pulls the sub-wing 102 to retract into the accommodation cavity 101-A of the main wing 101. After being completely received, the locking device 108 is released to ensure that there is no exposed part. The driving component drives the two main wings 101 on both sides to rotate inward and fold them close to the fuselage 100 to reduce the lateral space occupation. At least one main wing 101 swings downward or upward through the vertical swing mechanism and overlaps with a partial area of the other main wing 101. For example, the right main wing 101 swings downward and is stacked on the left main wing 101, thereby forming a tight stack, and finally reducing the lateral dimension to less than 50% of that when unfolded.

[0084] In summary, for the foldable wing for a hybrid vehicle according to the embodiment of the present invention, through the dual-axis movement (horizontal rotation + vertical swing) of the main wing 101 and the nested telescoping of the sub-wing 102, a breakthrough design of the wing width and minimization of the folding volume are achieved. The stacking structure compresses the lateral dimension through the spatial dislocation design, while the telescoping of the sub-wing 102 takes into account both the flight lift and the accommodation requirements, solving the problem of performance compromise of traditional folding wings due to space constraints.

[0085] Furthermore, compared with the related art, it has at least the following advantages: on the one hand, the wing surface is continuous when unfolded, and the lift efficiency is close to that of a fixed wing; when folded, the resistance is significantly reduced, taking into account both flight and ground mobility performance. On the other hand, the stacking design allows the mother wing 101 to have a larger wing width. In this way, the area of the mother wing 101 can be expanded by at least 50% on the original basis, and when folded, the lateral occupied space can be compressed to less than 30% of that when unfolded through overlapping. At the same time, the larger wing width when unfolded significantly improves the lift efficiency (the lift-to-drag ratio is increased by more than 20%), extending the flight distance or enhancing the load capacity.

[0086] As Figure 5 shown, according to some embodiments of the present invention, a rotating shaft 103-2A is provided at the top of the fuselage 100 and a limit cap 103-2C is located at the top of the rotating shaft 103-2A. At least one mother wing 101 is swingably connected to the fuselage 100 in the vertical direction through a deflection hinge assembly 103.

[0087] The deflection hinge assembly 103 includes a rotor bearing 103-2B and an elastic filler 103-2E. The rotor bearing 103-2B is sleeved outside the rotating shaft 103-2A, and the mother wing 101 is installed outside the rotor bearing 103-2B and is located between the limit cap 103-2C and the fuselage 100. Among them, elastic fillers 103-2E are interposed between the upper surface of the mother wing 101 and the limit cap 103-2C, between the lower surface of the mother wing 101 and the fuselage 100, and between the mother wing 101 and the rotor bearing 103-2B.

[0088] In this embodiment, the core function of the deflection hinge assembly 103 is to achieve the swing of the mother wing 101 in the vertical direction through the elastic deformation of the elastic filler 103-2E, while the rotor bearing 103-2B is only responsible for the rotational movement in the horizontal direction (such as the unfolding or folding of the mother wing 101).

[0089] The rotating shaft 103-2A is fixed to the top of the fuselage 100 and serves as the rotation fulcrum for the horizontal rotation of the mother wing 101. The limit cap 103-2C is installed at the top of the rotating shaft 103-2A to fix the axial position of the rotor bearing 103-2B and limit the vertical swing range of the mother wing 101 (such as a swing angle of ±15°).

[0090] The rotor bearing 103-2B is sleeved outside the rotating shaft 103-2A and consists of an inner ring (fixed to the rotating shaft 103-2A) and an outer ring (connected to the mother wing 101 through the elastic filler 103-2E), allowing the mother wing 101 to perform horizontal rotation (such as deployment or retraction actions) centered on the rotating shaft 103-2A. Among them, the rotor bearing 103-2B only provides the degree of freedom of horizontal rotation and does not participate in the swinging movement in the vertical direction. That is, the rotor bearing 103-2B allows the mother wing 101 to perform ±180° horizontal rotation (such as deployment or retraction actions) centered on the rotating shaft 103-2A. For example, the mother wing 101 is deployed from both sides of the fuselage 100 to the flight state or rotated to the folded position. The rotor bearing 103-2B can use high-precision rolling elements (such as ceramic-steel composite materials) to reduce friction and ensure smooth rotation.

[0091] The elastic filler 103-2E is distributed at the mating parts between the mother wing 101 and various components. The swinging in the vertical direction is achieved by the deformation of the elastic filler 103-2E. The mother wing 101 completes the up and down swinging by squeezing or stretching the elastic filler 103-2E, thereby realizing the swingable setting of the mother wing 101 in the vertical direction. Among them, an elastic filler 103-2E is provided between the upper surface of the mother wing 101 and the limit cap 103-2C, which can buffer the contact impact of the limit cap 103-2C on the mother wing 101 and allow elastic deformation in the vertical direction; an elastic filler 103-2E is also provided between the lower surface of the mother wing 101 and the fuselage 100, thereby reducing the direct friction between the mother wing 101 and the fuselage 100 and providing elastic support in the vertical direction; an elastic filler 103-2E is also provided between the mother wing 101 and the rotor bearing 103-2B. This elastic filler 103-2E can isolate vibration and fill the gap, thereby ensuring the radial positioning of the mother wing 101 and the outer ring of the rotor bearing 103-2B during vertical swinging.

[0092] It can be understood that the core function of the elastic filler 103-2E is to realize vertical swinging. That is, the swinging of the mother wing 101 in the vertical direction (such as left-right or front-back deflection) depends on the elastic deformation of the elastic filler 103-2E. For example, when the right mother wing 101 swings left and right, the elastic filler 103-2E on the upper surface of the left side of the rotating shaft and the lower surface of the right side of the rotating shaft is compressed, and the filler on the lower surface of the left side of the rotating shaft and the upper surface of the right side of the rotating shaft is stretched, providing a restoring force. Another example is that when the mother wing 101 swings back and forth, the filler on the upper surface of the front side of the rotating shaft and the lower surface of the rear side of the rotating shaft is compressed, and the filler on the lower surface of the front side of the rotating shaft and the lower surface of the upper surface of the rear side of the rotating shaft is stretched. Among them, the stiffness of the elastic filler 103-2E (such as the elastic modulus of the EPP and rubber composite material) determines the resistance of the swinging, and the limit cap 103-2C limits the maximum swinging angle through physical contact.

[0093] Furthermore, vibrations caused by aerodynamic loads or ground bumps during flight can be attenuated by the elastic filler 103-2E, preventing them from being transmitted to the airframe 100. Also, the impact energy during vertical swinging can be absorbed by the elastic filler 103-2E (such as the buffering when the main wing 101 touches the limit cap 103-2C). In addition, filling the gap between the main wing 101 and the rotor bearing 103-2B can also prevent the main wing 101 from shifting relative to the outer ring of the bearing during rotation and provide sealing to isolate dust from entering the bearing.

[0094] Based on the above introduction of the specific structure, the specific working principle and process of the deflection hinge assembly 103 of the present invention are as follows:

[0095] On the one hand, when the main wing 101 needs to rotate horizontally (such as deploying or retracting), the driving device (such as a motor) drives the main wing 101 to rotate through the outer ring of the rotor bearing 103-2B. The inner ring of the rotor bearing 103-2B is fixed to the rotating shaft 103-2A, and the outer ring is connected to the main wing 101 through the elastic filler 103-2E, and the rolling elements (balls or rollers) reduce the rotational resistance. The main wing 101 rotates horizontally around the rotating shaft 103-2A, and the elastic filler 103-2E can provide radial support.

[0096] On the other hand, when the main wing 101 needs to swing vertically left and right (such as folding and stacking upward on the other main wing 101), the control system applies a torque through an external force (such as hydraulic or motor drive) or aerodynamic load. When the main wing 101 is forced to swing left and right, the elastic filler 103-2E on the upper surface of the left side of the rotating shaft and the lower surface of the right side of the rotating shaft is compressed, and the filler on the lower surface of the left side of the rotating shaft and the upper surface of the right side of the rotating shaft is stretched, providing a restoring force to limit the swing amplitude. The deformation range of the elastic filler 103-2E is jointly determined by the material stiffness and the physical contact of the limit cap 103-2C. When the preset angle is reached, the reverse elastic force of the elastic filler 103-2E contacts the limit cap 103-2C to jointly limit the swing, and the main wing 101 stops moving. After removing the external force, the restoring force of the elastic filler 103-2E returns the main wing 101 to its initial position.

[0097] In summary, on the one hand, the elastic filler 103-2E realizes flexible swinging without a rigid hinge through elastic deformation, avoiding jamming and wear of traditional hinges; on the other hand, the elastic filler 103-2E absorbs energy in the vertical direction, and the rotor bearing 103-2B only bears the horizontal rotation load, extending the service life of the components.

[0098] It can be understood that the present invention does not require a complex hinge structure and can achieve multi-degree-of-freedom motion through the cooperation of an elastic material and the rotor bearing 103-2B.

[0099] Such as Figure 5As shown, in some specific embodiments, all the elastic fillers 103-2E are integrally formed to form an elastic bushing. The elastic bushing is sleeved on the outer side of the rotor bearing 103-2B, and the elastic bearing is pressed between the limit cap 103-2C and the upper surface of the body 100 in the up and down direction. An annular elastic fixing groove surrounding the rotor bearing 103-2B is provided on the outer peripheral wall of the elastic bushing, and the female wing 101 is sleeved in the elastic fixing groove. Alternatively, in some other specific embodiments, the deflection hinge assembly 103 may not include the rotor bearing 103-2B, and in this case, the elastic bushing is directly sleeved on the outer side of the rotating shaft 103-2A.

[0100] As Figure 5 shown, further, the limit cap 103-2C is located above the rotating shaft 103-2A to prevent the female wing 101 from falling off the body 100. The safety pin 103-2D connects the limit cap 103-2C and the rotating shaft 103-2A at the same time, and its rotation direction is opposite to that of the limit cap 103-2C.

[0101] As Figures 6 to 9 shown, according to some specific embodiments of the present invention, the two wing assemblies respectively include a first female wing and a second female wing. Among them, the first female wing is swingably connected to the body 100 in the vertical direction through the deflection hinge assembly 103.

[0102] A guiding slide rail 405-B is provided at the top of the body 100. The guiding slide rail 405-B is arc-shaped and concentric with the rotating shaft 103-2A. The guiding slide rail 405-B is located outside the deflection hinge assembly 103; a guiding fitting is provided on the lower surface of the first female wing. The guiding fitting is located between the rotating shaft 103-2A and the first sub-wing, and the guiding fitting is slidably matched with the guiding slide rail 405-B.

[0103] Among them, in the rotating direction of the first female wing from the unfolded state to the folded state, the height of the guiding slide rail 405-B gradually increases, so that in the folded state, the first female wing is stacked above the second female wing.

[0104] In this embodiment, the guiding slide rail 405-B is arc-shaped and concentric with the rotating shaft 103-2A, ensuring that the movement trajectory of the main wing 101 during rotation is an arc path, thereby avoiding movement interference. In the folding direction (i.e., the rotating direction of the first main wing from the unfolded state to the folded state), the height of the guiding slide rail 405-B gradually increases (as shown in the path in the figure), forming a "ramp" effect to drive the main wing 101 to be lifted during rotation. The guiding slide rail 405-B is fixed to the top of the fuselage 100 and is located outside the deflection hinge assembly 103 to avoid spatial interference with the elastic filler 103-2E or the rotor bearing 103-2B. For example, the guiding slide rail 405-B can adopt a roller-type arc-shaped guide rail, and the surface of the guiding slide rail 405-B is a V-shaped or trapezoidal groove, which cooperates with the roller assembly of the guiding fitting to achieve low-friction rolling guidance.

[0105] The guiding fitting is located on the lower surface of the first main wing, between the rotating shaft 103-2A and the first sub-wing 102 (close to the root of the main wing 101). For example, the guiding fitting can include multiple rollers (such as crossed rollers or cylindrical rollers), which cooperate with the groove of the guiding slide rail 405-B to achieve rolling guidance. In this way, the contour design with an increasing height of the slide rail causes the main wing 101 to be lifted passively during rotation and finally stacked above the second main wing. The guiding fitting can roll or slide along the arc path of the slide rail through components such as rollers to ensure that the movement trajectory of the main wing 101 during rotation is precisely controllable.

[0106] Based on the above structure, the specific working principle and process of the foldable wing in the present invention for switching between the unfolded state and the folded state are as follows: (1) Movement process from the unfolded state to the folded state: In the initial state, the first main wing and the second main wing are in the unfolded state, horizontally unfolded on both sides of the fuselage 100, and the guiding fitting is located at the lowest point of the guiding slide rail 405-B (close to the side of the rotating shaft 103-2A). The driving device (such as a motor or a hydraulic cylinder) drives the first main wing to rotate around the rotating shaft 103-2A (such as rotating towards the second main wing). At this time, the guiding fitting slides along the arc path of the guiding slide rail 405-B to guide the first main wing to rotate along the preset arc trajectory. As the rotation angle increases, the height of the guiding slide rail 405-B gradually increases (such as the cross-section of the slide rail is a convex arc contour), and the guiding fitting on the lower surface of the first main wing is lifted, driving the entire first main wing to move upward. When rotating to the folding angle, the height of the guiding slide rail 405-B reaches the maximum value, and the first main wing is lifted above the second main wing, thus achieving stacking. (2) Reverse process from the folded state to the unfolded state: The driving device rotates the first main wing in the reverse direction, and the guiding fitting rolls along the path with a decreasing height of the guiding slide rail 405-B, and the first main wing is gradually pressed down to the horizontal position. The elastic filler 103-2E releases the deformation energy to assist the first main wing to return to the unfolded posture.

[0107] In summary, through the arc path and the contour of the guiding slide rail 405-B with height variation, the present invention realizes the synchronous control of rotation and lifting without the need for an additional vertical driving device. At this time, the stacking height is automatically completed through the mechanical structure design, thereby simplifying the control system.

[0108] As Figures 6 to 9 shown, further, a guide rail groove 405-A is provided at the top of the body 100, and the guiding slide rail 405-B is installed in the guide rail groove 405-A; in the rotation direction of the first mother wing 101 from the unfolded state to the folded state, the depth of the guide rail groove 405-A gradually decreases, so that the height of the guiding slide rail 405-B gradually increases.

[0109] The guiding fitting includes a guiding arm 405-C and a guiding hand 405-E. The guiding hand 405-E is slidably fitted on the outer side of the guiding slide rail 405-B. The guiding hand 405-E is hinged to the guiding arm 405-C, and the guiding arm 405-C is fixed on the lower surface of the first mother wing 101.

[0110] In this embodiment, in the rotation direction of the first mother wing 101 from unfolding to folding, the depth of the guide rail groove 405-A (i.e., the distance from the groove bottom to the top of the body 100) gradually decreases, resulting in the "lifting" of the guiding slide rail 405-B. The bottom of the guide rail groove 405-A can be designed to be ramp-shaped or stepped to ensure the smooth lifting of the guiding slide rail 405-B as the groove depth changes. For example, when in the unfolded state, the depth of the guide rail groove 405-A is D1, and the height of the guiding slide rail 405-B after installation is H1; at the end of the folding direction, the groove depth decreases to D2 (D2 < D1), and the height of the guiding slide rail 405-B increases to H2 = H1+(D1 - D2). In this way, the progressive design of the groove depth change (such as reducing the groove depth by 0.5 mm for every 10 mm rotation angle) can accurately control the lifting height of the mother wing 101 to ensure that the stacking gap after folding is small enough.

[0111] The guiding fitting includes a guiding arm 405-C and a guiding hand 405-E. The guiding arm 405-C is fixed on the lower surface of the first mother wing 101 and adopts an L-shaped or right-angle support structure, and is fixed to the mother wing 101 by bolts or riveting. The function of the guiding arm 405-C is to provide a rotation fulcrum for the guiding hand 405-E and transfer the load during the rotation of the mother wing 101. The guiding hand 405-E is slidably fitted on the outer side of the guiding slide rail 405-B. At the same time, the guiding hand 405-E is connected to the guiding arm 405-C through a hinge shaft 405-D, allowing a fine adjustment angle of ±5° for the guiding hand 405-E during the sliding process to adapt to the height difference caused by the change in the depth of the guide rail groove 405-A. Further, an elastic damping gasket (such as silicone rubber) can be integrated at the hinge to prevent the non-intended swing of the guiding hand 405-E during vibration.

[0112] Specifically, the working process of the guiding fitting and the guide rail groove 405-A and the guiding slide rail 405-B is as follows: The guiding hand 405-E is located at the position with the maximum groove depth of the guide rail groove 405-A (close to the side of the rotating shaft 103-2A), the height of the guiding slide rail 405-B is the lowest, and the mother wing 101 is in a horizontally unfolded state. The driving device drives the first mother wing 101 to rotate around the rotating shaft 103-2A, and the guiding hand 405-E slides along the guiding slide rail 405-B. As the rotation angle increases, the groove depth of the guide rail groove 405-A gradually decreases, the guiding slide rail 405-B is lifted, and while the guiding hand 405-E slides along the outer side of the guiding slide rail 405-B, the angle is finely adjusted through the hinged structure to ensure that the guiding hand 405-E is always tightly fitted with the guiding slide rail 405-B. When rotated to the folding angle, the height of the guiding slide rail 405-B reaches the maximum value, the guiding hand 405-E is lifted to the highest point, and the first mother wing 101 is stacked above the second mother wing 101.

[0113] In summary, in this embodiment, the design of the variable groove depth of the guide rail groove 405-A realizes the stepless adjustment of the stacking height of the mother wing 101 without additional sensors or actuators. Moreover, the guiding structure of the guiding fitting can ensure the guiding stability during its movement and prevent the guiding fitting from detaching from the guiding slide rail 405-B. At the same time, since the guide rail groove 405-A is embedded in the top of the body 100, space is saved and the aerodynamic drag is reduced.

[0114] As Figure 1 shown, according to some embodiments of the present invention, a plurality of rollers 110 for assisting the backward folding of the mother wing 101 are further provided on the upper surface of the body 100. Further, a device guide pad 111 for assisting the deflection of one side of the mother wing 101 is also provided on the upper surface of the body 100. In this way, through the auxiliary folding and deflection effects of the rollers 110 and the device guide pad 111, the entire device can be smoothly switched between the unfolded state and the folded state.

[0115] As Figure 10 shown, according to some embodiments of the present invention, the driving assembly includes a first driving member 106 and a stretching assembly 107. The first driving member 106 is fixed on the body 100, one end of the stretching assembly 107 is in transmission connection with the first driving member 106, and the other end of the stretching assembly 107 passes through the mother wing 101 and is fixed to the end of the sub-wing 102 away from the body 100.

[0116] The first driving member 106 is used to drive the wing assembly to switch from the unfolded state to the folded state through the stretching assembly 107.

[0117] In this embodiment, the first driving member 106 serves as a power source and is firmly mounted on the airframe 100 of the aircraft. Its main function is to generate the necessary mechanical motion or force to drive the stretching component 107 to perform corresponding actions. On the one hand, the stretching component 107 is connected to the first driving member 106 and receives power from the first driving member 106 through a transmission mechanism (such as gears, belts or other forms); on the other hand, the stretching component 107 passes through the structure of the main wing 101, and its terminal is fixed at the distal position of the sub-wing 102. The above design enables the sub-wing 102 to be effectively driven to move relative to the main wing 101 when the stretching component 107 is driven.

[0118] The working principle is as follows: When it is necessary to convert the wing from the deployed state to the folded state, the first driving member 106 starts to work. If the first driving member 106 is a motor, the rotational motion of the motor will be converted into the linear motion or rotational motion of the stretching component 107, depending on the transmission mechanism used. Once the stretching component 107 receives power, it will exert a pulling force or a pushing force in its length direction, depending on the connection method between it and the sub-wing 102. If it is a pulling force, it will cause the main wing 101 and the sub-wing 102 to move towards the direction of the airframe 100, thus realizing the folding process of the wing.

[0119] In this way, this design scheme allows for precise control of the deployment and folding of the wing, improving the operation efficiency. This design cleverly utilizes the internal space of the airframe 100 to arrange the driving member and the stretching component 107, realizing the folding function of the wing without significantly increasing the external dimensions, which is particularly suitable for small aircraft with limited space. Further, through the carefully designed first driving member 106 and stretching component 107, the present invention can ensure long-term stable operation and reduce the failure rate. In addition, this design also supports adjusting the driving force and speed according to actual needs, further enhancing the reliability and adaptability of the system.

[0120] As Figure 10 shown, further, a sliding fit point 101-C that is fixed relative to the main wing 101 is provided in the accommodation cavity 101-A of the main wing 101.

[0121] The stretching component 107 includes a first stretching section and a second stretching section. The first stretching section is located between the sliding fit point 101-C and the first driving member 106, and the second stretching section is located between the sliding fit point 101-C and the end of the sub-wing 102 away from the airframe 100;

[0122] wherein, the first stretching section and the second stretching section are arranged at an angle; in the deployed state, the first stretching section extends towards the central axis of the airframe 100 and is inclined with respect to the length direction of the main wing 101.

[0123] In this embodiment, a cavity structure is provided inside the main wing 101 to accommodate the second stretching section of the stretching assembly 107 and the components related to the sliding fit point 101-C. The sliding fit point 101-C is positioned near the connection between the main wing 101 and the body 100 and serves as the movement fulcrum between the main wing 101 and the body 100. Among them, structures such as a fixed pulley or a rotating hinge shaft 405-D may be provided at the sliding fit point to allow the main wing 101 to fold inward along the surface of the body 100 and at the same time provide guidance for the stretching assembly 107. It should be noted that the sliding fit point 101-C is fixed at a specific position on the main wing 101, and its position remains unchanged relative to the main wing 101. That is, when the stretching assembly 107 moves, the sliding fit point 101-C will not change its position but exists as a fulcrum when the stretching assembly 107 moves.

[0124] One end of the first stretching section is connected to the first driving member 106 (fixed on the body 100), and the other end is connected to the sliding fit point 101-C. Its function is to drive the sliding fit point 101-C to move towards the body 100 by applying a pulling force towards the central axis of the body 100, thereby driving the entire main wing 101 to fold inwards to the inside of the body 100.

[0125] It can be understood that in the unfolded state, the first stretching section forms a preset angle (such as 30° - 45°) with the length direction of the main wing 101, and its extending direction is towards the central axis of the body 100. This design can optimize the force distribution when the main wing 101 is unfolded and reduce the output force requirement of the driving member.

[0126] One end of the second stretching section is connected to the sliding fit point 101-C, and the other end is fixed at the end of the sub-wing 102 far from the body 100. The function of the second stretching section is: during the folding process of the main wing 101, the second stretching section is driven by the contraction action of the first stretching section and contracts towards the inside of the main wing 101, and finally retracts the sub-wing 102 completely into the accommodation cavity 101-A of the main wing 101. Among them, the contraction direction of the second stretching section is parallel to the surface of the main wing 101, so as to ensure that the sub-wing 102 slides smoothly along the internal channel of the main wing 101 and avoid jamming.

[0127] It can be understood that the specific working principle of the stretching assembly 107 is as follows: the first stretching section decomposes the pulling force of the first driving member 106 into a horizontal component force and a vertical component force through an inclined design. Among them, the horizontal component force can further pull the second stretching section and drive the sub-wing 102 to contract into the main wing 101, and the vertical component force can pull the main wing 101 to rotate inwards around the rotating shaft 103-2A and drive the main wing 101 to finally fold inwards to the inside of the body 100.

[0128] The specific working process of the stretching component 107 is as follows: During the process of switching to the folded state, the first driving member 106 is activated, driving the first stretching section to contract, and the main wing 101 as a whole is retracted towards the inside of the body 100. At the same time, the second stretching section is forced to shorten due to the pulling of the first stretching section, and at the same time, a pulling force towards the inside of the main wing 101 is applied to the sub-wing 102. At this time, the sub-wing 102 slides along the internal channel of the accommodation cavity 101-A of the main wing 101 and finally completely retracts into the main wing 101.

[0129] During the process of switching to the unfolded state, the first driving member 106 reverses, releasing the contraction tension of the first stretching section, and the main wing 101 is reset with the assistance of an elastic element (such as the first elastic reset member 104 below) or other driving members. The second stretching section elongates synchronously, pushing the sub-wing 102 to slide out along the channel of the main wing 101 to the unfolded position.

[0130] In summary, through the linkage design of the double stretching sections, the present invention completes the actions of the main wing 101 retracting and the sub-wing 102 retracting. After folding, the overall width can be shortened to less than 1 / 7 of the unfolded length. The guiding function of the sliding fit point 101-C ensures that the movement trajectories of the main wing 101 and the sub-wing 102 are predictable, avoiding error accumulation caused by excessive degrees of freedom. At the same time, the inclined design of the first stretching section converts the torque of the first driving member 106 into the linear retracting force of the main wing 101, reducing energy loss.

[0131] As Figure 10 shown, in some specific embodiments, the stretching component 107 further includes a first steering device 105, a second steering device, and a third steering device. The first steering device 105 is installed on the top of the body 100, the second steering device is installed at the sliding fit point 101-C; the third steering device is installed inside the sub-wing 102;

[0132] Among them, the first stretching section is slidably fitted on the first steering device 105, the connection between the first stretching section and the second stretching section is slidably fitted on the second steering device, and the second stretching section is slidably fitted on the third steering device. Among them, the first steering device 105, the second steering device, and the third steering device can all be fixed pulleys.

[0133] In this embodiment, the first steering device 105 is fixed on the top of the body 100 and serves as the initial guiding point for the movement path of the stretching component 107. It changes the movement direction of the first stretching section through a fixed pulley, making it extend downward from the top of the body 100 to the sliding fit point 101-C.

[0134] The second steering device is located at the sliding fit point 101-C and is at the connection between the first stretching section and the second stretching section. The second steering device serves as a movement node, allowing the angle between the first and second stretching sections to be dynamically adjusted while guiding the coordinated movement of the two sections.

[0135] The third steering device is embedded inside the sub-wing 102, near its end away from the airframe 100, and is used to guide the movement direction of the end of the second stretching section, ensuring that the sub-wing 102 retracts or expands linearly along the internal channel of the mother-wing 101.

[0136] During the stretching process, the first stretching section guides the pulling force direction of the first driving member 106 from the top of the airframe 100 backward through the fixed pulley of the first steering device 105, ensuring its alignment with the sliding fit point 101-C of the mother-wing 101. During the folding process, the first stretching section slides along the slideway of the fixed pulley, driving the mother-wing 101 to fold towards the airframe 100. The second stretching section realizes dynamic adjustment of the included angle with the first stretching section through the fixed pulley of the second steering device. Under the guidance of the fixed pulley of the third steering device, the movement direction of the end of the second stretching section is always consistent with the retraction path of the sub-wing 102, avoiding jamming.

[0137] In this way, the present invention restricts the movement path of the stretching assembly 107 within a preset track through the fixed pulleys of the three steering devices, eliminating the errors caused by degrees of freedom. For example, the third steering device can ensure that the sub-wing 102 is completely embedded inside the mother-wing 101 when retracting, avoiding protrusion or deviation. Further, the rigid structure of the steering device can resist vibration and impact, ensuring the stability of the movement trajectory under harsh environments (such as strong wind and bumpiness).

[0138] Further, the length directions of the second stretching section, the mother-wing 101, and the sub-wing 102 are all parallel to each other. Among them, in the folded state, the distance from the second steering device to the axis of the rotating shaft 103-2A is L1, and the distance from the third steering device to the axis of the rotating shaft 103-2A is L2, satisfying that L1 is less than or equal to L2.

[0139] It can be understood that the distance from the second steering device (located at the sliding fit point 101-C) to the axis of the rotating shaft 103-2A is less than or equal to the distance from the third steering device (located at the end of the sub-wing 102) to the axis of the rotating shaft 103-2A (L1 is less than or equal to L2). This constraint enables the second stretching section to move along the central axis of the mother-wing 101 during folding, avoiding lateral deviation caused by distance deviation, thereby ensuring that the sub-wing 102 slides completely along the internal channel of the mother-wing 101.

[0140] In the folded state, the length directions of the second stretching section, the mother-wing 101, and the sub-wing 102 are all strictly parallel, forming a collinear folding path. The movement direction of the sub-wing 102 is completely consistent with the storage channel of the mother-wing 101, which can avoid jamming or increased space occupation caused by angular deviation.

[0141] Further, the contraction length of the second stretching section matches the depth of the storage cavity of the main wing 101, so that the end of the sub-wing 102 just reaches the limit position inside the main wing 101, thereby ensuring that the sub-wing 102 can be completely stored inside the main wing 101, and further shortening the longitudinal dimension of the foldable wing after folding.

[0142] As Figure 1 and Figure 2 shown, according to some embodiments of the present invention, the foldable wing for a hybrid vehicle further includes two first elastic reset members 104.

[0143] Both of the two first elastic reset members 104 are installed on the airframe 100. The two ends of each first elastic reset member 104 are respectively hinged to the nose of the airframe 100 and the main wing 101. Wherein, in the deployed state, each first elastic reset member 104 is in a stretched state or a natural state. It can be understood that the first elastic reset member 104 can drive the main wing 101 to reset from the folded state to the deployed state.

[0144] In this embodiment, both of the two first elastic reset members 104 are installed on the airframe 100. For example, the two first elastic reset members 104 are symmetrically distributed on both sides of the central axis of the airframe 100. At this time, the ends of the two first elastic reset members 104 are both connected to the same position on the central axis of the airframe 100, so that the structure is beautiful. Also for example, the two first elastic reset members 104 can also be respectively installed on both sides of the airframe 100. At this time, the ends of the two first elastic reset members 104 are not anchored at the same position of the airframe, but deviate from the central axis and are respectively fixed at different positions on both sides of the airframe 100. In this way, the tensile force of the first elastic reset member 104 is greater and the reset of the main wing 101 is more smooth.

[0145] The two first elastic reset members 104 (such as springs, rubber bands or shape memory alloys) are distributed symmetrically with respect to the central axis of the airframe 100, which can ensure the synchronous and balanced deployment / folding movement of the main wings 101 on both sides. The two ends of each first elastic reset member 104 are respectively hinged to the nose fixing point and the main wing 101 connection point, forming a force transmission path of "nose - first elastic reset member 104 - main wing 101".

[0146] It should be noted that in the folded state, the elastic potential energy stored in the first elastic reset member 104 can drive the main wing 101 to automatically deploy, reducing the dependence on active driving components such as motors, reducing energy consumption and improving the response speed. At the same time, the first elastic reset member 104 can provide continuous tension in the deployed state, enhancing the stiffness of the main wing 101 and offsetting vibrations or deformations caused by aerodynamic loads during flight.

[0147] As Figure 2As shown in the figure, further, in the folded state, each first elastic reset member 104 is located outside its corresponding rotating shaft 103-2A. In this way, it is possible to avoid the force dead angle generated by the first elastic reset member 104 during the rotation of the mother wing 101. It can be understood that if in the folded state, the first elastic reset member 104 and its corresponding rotating shaft 103-2A are in the same straight line, or the first elastic reset member 104 is located inside its corresponding rotating shaft 103-2A, then the reset pulling force of the first elastic reset member 104 on the mother wing 101 will be in the direction when the mother wing 101 is folded, not in the direction when the mother wing 101 is unfolded. Therefore, the mother wing 101 cannot be reset to the unfolded state.

[0148] Specifically, if the first elastic reset member 104 is located inside the rotating shaft 103-2A, then when the mother wing 101 attempts to unfold, the force provided by the first elastic reset member 104 will instead tend to push the mother wing 101 further into the interior of the fuselage 100, rather than helping it to unfold outward. Therefore, the above structure violates the design intention and reduces the efficiency and reliability of the system. Therefore, in this embodiment, the first elastic reset member 104 is arranged outside the rotating shaft 103-2A, so that during the process of the mother wing 101 transitioning from the folded state to the unfolded state, the first elastic reset member 104 can generate a pulling force in the unfolding direction, thereby enabling the mother wing 101 to automatically reset to the unfolded state.

[0149] In this way, the present invention solves the problem of force dead angle that may be encountered in traditional designs by cleverly adjusting the position of the first elastic reset member 104 relative to the rotating shaft 103-2A, and ensures that the first elastic reset member 104 can always provide the correct reset force throughout the folding and unfolding process, thereby not only improving the reliability and efficiency of the system, but also enhancing the overall stability of the wing structure.

[0150] As Figure 10 shown, according to some embodiments of the present invention, the foldable wing further includes two second elastic reset members 101-B. The two second elastic reset members 101-B are respectively installed in two groups of wing assemblies, and both ends of each second elastic reset member 101-B are respectively connected to its corresponding mother wing 101 and sub-wing 102; wherein, in the unfolded state, each second elastic reset member 101-B is in a compressed state or a natural state. It can be understood that the second elastic reset member 101-B can drive the sub-wing 102 to reset from the folded state to the unfolded state.

[0151] In this embodiment, the second elastic reset member 101-B is usually a compression coil spring, made of an elastic material (such as spring steel, shape memory alloy or high-strength polymer). Fixed ends are designed at both ends to ensure reliable connection with the wing assembly. Each second elastic reset member 101-B is independently installed inside each group of wing assemblies, specifically located in the connection area between the main wing 101 and the sub-wing 102. Two groups of second elastic reset members 101-B correspond to the left and right wing assemblies respectively, ensuring synchronous and balanced reset actions of the sub-wings 102 on both sides. Among them, the second elastic reset member 101-B is embedded in the internal space of the wing assembly (such as the interlayer between the main wing 101 and the sub-wing 102 or a dedicated guide rail), avoiding external interference and reducing air resistance.

[0152] The core functions of the second elastic reset member 101-B include: in the folded state, the second elastic reset member 101-B is compressed, storing elastic potential energy; when unfolding, it releases energy to push the sub-wing 102 back to the initial position. For example, if a compression spring is used, the spring is compressed to the limit position during folding, and its elastic force pushes the sub-wing 102 to unfold outward when unfolding. Therefore, the second elastic reset member 101-B can directly drive the sub-wing 102 to reset from the folded state to the unfolded state, reducing the dependence on the active drive device (such as a motor), reducing energy consumption and improving the response speed. In addition, during flight, the continuous tension of the second elastic reset member 101-B can enhance the stiffness of the connection between the sub-wing 102 and the main wing 101, offsetting vibrations or deformations caused by aerodynamic loads.

[0153] It can be understood that in the unfolded state, the second elastic reset member 101-B is in the minimum compression state (storing elastic potential energy) or the natural state (no energy storage).

[0154] On the one hand, when folding is required, an external drive device (such as a hydraulic cylinder or a motor) actively contracts or rotates the sub-wing 102, causing it to move inside the main wing 101. The movement of the sub-wing 102 causes the second elastic reset member 101-B to be further compressed, and at this time, the elastic potential energy of the second elastic reset member 101-B gradually increases. After the sub-wing 102 is completely received inside the main wing 101, the second elastic reset member 101-B is compressed to the limit position, storing the maximum elastic potential energy.

[0155] On the other hand, when unfolding is required, the external drive device (or only relying on the second elastic reset member 101-B itself) releases the restraint force on the sub-wing 102. The second elastic reset member 101-B quickly elongates (or rebounds) due to the release of elastic potential energy, pushing the sub-wing 102 to move outward along the receiving channel of the main wing 101. For example, the restoring force generated by the compression spring during release directly acts on the end of the sub-wing 102, overcoming friction and assisting it to unfold to the designed position. After the sub-wing 102 unfolds to the limit position, the second elastic reset member 101-B reaches the natural state or the preset compression amount.

[0156] Furthermore, the elastic coefficient of the second elastic reset member 101-B is smaller than that of the first elastic reset member 104. It can be understood that when the foldable wing switches from the unfolded state to the folded state, the stretching assembly 107 first pulls the sub-wing 102 and overcomes the elastic force of the second elastic reset member 101-B, thereby pulling the sub-wing 102 back into the main wing 101; when the sub-wing 102 is completely received inside the main wing 101, the stretching assembly 107 further pulls the main wing 101 and overcomes the elastic force of the first elastic reset member 104, thereby folding the main wing 101 to the inside of the fuselage 100. That is to say, during the process of switching to the folded state, the sub-wing 102 shrinks first, and then the main wing 101 folds up.

[0157] In this embodiment, the elastic coefficient of the second elastic reset member 101-B (k2) is smaller than that of the first elastic reset member 104 (k1). k2 < k1 means that the second elastic reset member 101-B requires less force under the same deformation, or has a larger deformation under the same external force. This difference directly determines the action sequence and the force transmission priority of the sub-wing 102 and the main wing 101 during the folding / unfolding process.

[0158] Based on the above design, the present invention can achieve phased control during the folding process: (1) Phase 1: The sub-wing 102 shrinks first. When the stretching assembly 107 starts to work, it is easier to overcome the smaller elastic force of the second elastic reset member 101-B. Therefore, the sub-wing 102 can be pulled back into the main wing 101 under a smaller external force, and the complete reception of the sub-wing 102 is completed. (2) Phase 2: The main wing 101 folds up subsequently. After the sub-wing 102 is completely received, the stretching assembly 107 needs to further apply a greater force to overcome the larger elastic force of the first elastic reset member 104. At this time, the main wing 101 begins to fold towards the fuselage 100, ensuring that the sub-wing 102 has completely entered the main wing 101 and avoiding spatial interference during the folding process.

[0159] Furthermore, the specific working process is as follows:

[0160] During the process of switching to the folded state, the stretching assembly 107 (such as a driving motor) starts to pull the sub-wing 102 towards the fuselage 100. The externally applied force first overcomes the elastic force (F2) of the second elastic reset member 101-B, and the sub-wing 102 is pulled back into the main wing 101. Since k2 is smaller, the force required in this stage is smaller and the action is quickly completed. After the sub-wing 102 is completely received, the stretching assembly 107 continues to apply force. At this time, it is necessary to overcome the larger elastic force (F1) of the first elastic reset member 104. The main wing 101 begins to fold towards the fuselage 100, and finally the entire folding process is completed. The sub-wing 102 is completely embedded in the main wing 101, the main wing 101 is folded to the fuselage 100, and both reset members are in the compression / stretching limit state, storing the maximum elastic potential energy.

[0161] During the process of switching to the deployed state, the restraint on the stretching component 107 is released (such as the motor power-off or the locking mechanism release). The first elastic resetting member 104 (with a larger k1) preferentially releases the stored elastic potential energy and pushes the main wing 101 to expand outward to the initial position. Due to the larger k1, the initial force when the main wing 101 expands is greater, ensuring that it quickly reaches the stable position. After the main wing 101 expands, the second elastic resetting member 101-B (with a smaller k2) releases energy and pushes the sub-wing 102 to pop out from inside the main wing 101 to the fully deployed state.

[0162] In summary, in this embodiment, through the difference in elastic coefficients, it is ensured that the sub-wing 102 is folded before the main wing 101, preventing the sub-wing 102 from colliding with the body 100 or other components of the main wing 101 during the folding process. And in the folded state, the sub-wing 102 is completely embedded in the main wing 101, and then the main wing 101 is retracted to the body 100, which can ensure the minimization of the overall volume. At the same time, the above design can naturally achieve the folding sequence of "sub-wing 102 first" through the difference in physical elastic coefficients, without the need for additional sensors or control modules to judge the position, reducing the system complexity.

[0163] As Figure 1 and Figure 2 shown, according to some embodiments of the present invention, a locking device 108 is further provided on the nose of the body 100; in the deployed state, both ends of the locking device 108 are respectively locked on the two main wings 101 of the two wing assemblies to limit the rotation of the two main wings 101.

[0164] It can be understood that in the wing deployed state, the locking device 108 fixes the main wing 101 at the nose position of the body 100 by mechanical or electromechanical means, preventing accidental rotation caused by aerodynamic loads, vibrations or external forces. For example, the locking device 108 can directly limit the rotational freedom of the main wing 101 through physical pins, buckles or locking blocks. For another example, the locking device 108 can also combine hydraulic, pneumatic or electromagnetic forces to achieve quick locking and release.

[0165] Furthermore, the locking device 108 can lock the main wing 101 in the form of automatic triggering or manual triggering. For example, when it is detected that the main wing 101 is fully deployed (such as through a limit switch or an angle sensor), the locking device 108 is automatically activated; or, it is directly manually locked through an operator's remote command or a physical button.

[0166] In a specific embodiment, the locking device 108 is a pin-type mechanical locking device 108, including a locking pin, a compression spring, a guide sleeve and a locking hole. Among them, the locking pin is connected to the tail of the guide sleeve through the compression spring, and the guide sleeve is fixed in the center of the nose. The locking holes are symmetrically distributed at the roots of the left and right main wings 101 and are precisely aligned with the position of the locking pin.

[0167] The working principle is as follows: when the mother wing 101 is unfolded, the compression spring pushes the locking pin forward along the guide sleeve, and the conical head is precisely inserted into the locking hole of the mother wing 101, physically blocking the rotation of the mother wing 101. When folding, the motor or manual operation compresses the locking pin to make it exit the locking hole and release the lock.

[0168] In another specific embodiment, the locking device 108 is a hydraulic linkage locking device 108, including a hydraulic cylinder, a locking piston, a pressure sensor and a buckle assembly, wherein the hydraulic cylinder is fixed to the middle of the nose, the locking piston has a built-in one-way valve and is driven by hydraulic oil. The buckle assembly is arranged at the end of the piston. The two ends of the hydraulic cylinder are connected to the roots of the left and right mother wings 101 through a connecting rod, and the inside of the piston is connected to the hydraulic pump pipeline. The buckle assembly is embedded in a preset groove of the mother wing 101.

[0169] The working principle is as follows: after the mother wing 101 is unfolded, the hydraulic pump injects high-pressure oil into the hydraulic cylinder, pushing the piston to move to both sides, and the buckle assembly engages with the groove of the mother wing 101 to form a mechanical lock. After the pressure is released, the piston is retracted under the action of the return spring, and the buckle is disengaged from the groove, allowing the mother wing 101 to rotate.

[0170] In another specific embodiment, the locking device 108 is a magnetic-assisted buckle locking device 108, including a magnetic base, a magnetic buckle and a limit pin. The magnetic base is fixed to both sides of the nose by bolts, and the magnetic buckle is embedded in the root of the mother wing 101, opposite to the magnetic pole of the base. The limit pin is fixed to the nose to limit the rotation angle of the buckle.

[0171] The working principle is as follows: after the mother wing 101 is unfolded, the magnetic buckle is attracted to the magnetic pole of the base, generating a strong magnetic force to fix the mother wing 101. Through external magnetic field interference (such as energizing the electromagnetic coil) or manual operation, the magnetic force is offset and the limit pin is rotated to release the lock.

[0172] Furthermore, the driving assembly also includes a second driving member 109 , which is fixed on the head of the machine body 100 and is in transmission connection with the locking device 108 .

[0173] According to some embodiments of the present invention, the second driving member 109 is used to drive the locking device 108 to rise and fall in the vertical direction to adjust the angles of attack of the two mother wings 101 .

[0174] It needs to be explained that the angle of attack is the angle between the chord line of the wing and the direction of the relative airflow, which directly affects the lift and drag of the aircraft. Increasing the angle of attack can increase lift, but too large an angle can cause stalling; decreasing the angle of attack reduces lift but can increase speed.

[0175] In this embodiment, the second driving member 109 drives the locking device 108 to move up and down in the vertical direction, driving the root of the main wing 101 (the connection with the airframe 100) to move up and down, thereby changing the pitch angle (angle of attack) of the entire wing.

[0176] For example, the second driving member 109 is an electric push rod, fixed above the nose of the airframe 100, and its output end is connected to the base of the locking device 108. When the push rod extends, the locking device 108 (along with the main wing 101) moves upward, increasing the angle of attack; when it shortens, the angle of attack decreases. Another example is that the bottom of the locking device 108 is provided with a rack, which meshes with a gear fixed on the airframe 100. The second driving member 109 (such as a micro motor) drives the gear to rotate, driving the rack (and the locking device 108) to move vertically, thereby adjusting the angle of attack.

[0177] It can be understood that when the above design is applied to some specific application scenarios, for example, in the takeoff / climb scenario, the angle of attack can be increased to enhance lift, assisting in leaving the ground or climbing; or in the cruise scenario, the angle of attack can be decreased to reduce drag and improve fuel efficiency; or in the landing scenario, the angle of attack can be adjusted to an appropriate angle to ensure a smooth landing.

[0178] According to some embodiments of the present invention, the second driving member 109 is used to drive the locking device 108 to move forward in the horizontal direction to adjust the sweep angle of the two main wings 101.

[0179] It should be explained that the sweep angle is the angle between the wingspan direction of the wing and the longitudinal axis of the airframe 100, which affects the high-speed stability, spanwise load distribution and stealth performance of the aircraft.

[0180] In this embodiment, the second driving member 109 drives the locking device 108 to move horizontally (forward and backward), changing the connection position between the main wing 101 and the airframe 100, thereby adjusting the angle of the wing tilting backward (sweep angle).

[0181] For example, the second driving member 109 is a linear motor, fixed on the horizontal guide rail at the nose of the airframe 100, and its slider is connected to the locking device 108, directly driving the locking device 108 to move forward and backward along the guide rail, changing the sweep angle. Another example is that the second driving member 109 (motor) rotates a lead screw, and the nut is fixed to the locking device 108, realizing the horizontal displacement of the locking device 108 through the rotation of the lead screw. Another example is that the second driving member 109 can be a hydraulic cylinder, and the horizontally installed hydraulic cylinder pushes the locking device 108 to move along the guide rail.

[0182] It can be understood that when the above design is applied to some specific application scenarios, for example, in the high-speed flight scenario, the sweep angle can be increased to reduce supersonic drag and reduce the influence of shock waves; or in the low-speed flight scenario, the sweep angle can be decreased to enhance lift and improve low-speed maneuverability.

[0183] In summary, the second driving member 109 drives the locking device 108 to move in the vertical or horizontal direction, achieving active control of the angle of attack and sweep angle of the wing, and significantly improving the aerodynamic performance and mission adaptability of the aircraft.

[0184] It should also be explained that, as introduced above, at least one main wing 101 in the two groups of wing assemblies is swingably arranged relative to the fuselage 100 in the vertical direction. Therefore, the structure in which the second driving member 109 drives the locking device 108 to move up and down in the vertical direction can be realized, so that the angle of attack of the two main wings 101 can be adjusted.

[0185] Moreover, as introduced above, the two main wings 101 in the two groups of wing assemblies are rotatably arranged relative to the fuselage 100 in the horizontal direction. Therefore, the structure in which the second driving member 109 drives the locking device 108 to move in the horizontal direction can be realized, so that the sweep angle of the two main wings 101 can be adjusted.

[0186] As Figures 1 to 10 shown, the hybrid vehicle according to the second aspect embodiment of the present invention includes a fuselage 100, a cabin, a tail wing, a steering wheel, and an engine, and further includes a foldable wing as described in the first aspect of the present invention. Among them, the cabin and the engine are arranged inside the fuselage 100, the tail wing is provided at the tail of the fuselage 100, and the steering wheel and the foldable wing are respectively installed at the bottom and top of the fuselage 100.

[0187] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A foldable wing for a hybrid vehicle, the hybrid vehicle comprising a fuselage (100), characterized in that, The foldable wing comprises: Two groups of wing assemblies are respectively mounted on both sides of the fuselage (100) along the axial direction thereof, each group of the wing assemblies comprises a main wing (101) and a sub-wing (102), the main wing (101) being mounted on the top of the fuselage (100), and the sub-wing (102) being telescopically mounted on an end of the main wing (101) away from the fuselage (100); wherein the two main wings (101) in the two groups of wing assemblies are both rotatable in the horizontal direction relative to the fuselage (100), and at least one of the main wings (101) in the two groups of wing assemblies is swingable in the vertical direction relative to the fuselage (100); A driving assembly is respectively connected to the two groups of wing assemblies in a transmission manner, and the driving assembly is used to drive the wing assemblies to switch between an unfolded state and a folded state; Wherein, in the unfolded state, the sub-wing (102) extends to the outside of the main wing (101), the main wing (101) unfolds to the outside of the fuselage (100), and the two main wings (101) in the two sets of wing assemblies are both in the same plane; in the folded state, the sub-wing (102) retracts into the accommodating cavity (101-A) inside the main wing (101), the main wing (101) is folded to the inside of the fuselage (100), and at least parts of the two main wings (101) in the two sets of wing assemblies are arranged to overlap each other.

2. The foldable wing for a hybrid vehicle according to claim 1, characterized in that, The top of the machine body (100) is provided with a rotating shaft (103-2A) and a limiting cap (103-2C) located at the top of the rotating shaft (103-2A); the mother wing (101) is connected to the machine body (100) in a swingable manner in a vertical direction via a deflection hinge assembly (103); The deflection hinge assembly (103) comprises a rotor bearing (103-2B) and an elastic filler (103-2E), wherein the rotor bearing (103-2B) is sleeved on the outer side of the rotating shaft (103-2A), and the mother wing (101) is installed on the outer side of the rotor bearing (103-2B) and is located between the limiting cap (103-2C) and the body (100), wherein the elastic filler (103-2E) is sandwiched between the upper surface of the mother wing (101) and the limiting cap (103-2C), between the lower surface of the mother wing (101) and the body (100), and between the mother wing (101) and the rotor bearing (103-2B).

3. The foldable wing for a hybrid vehicle according to claim 2, characterized in that, The two sets of wing assemblies respectively include a first mother wing (101) and a second mother wing (101), wherein the first mother wing (101) is swingably connected to the body (100) in a vertical direction via the deflection hinge assembly (103); The top of the body (100) is provided with a guiding slide rail (405-B). The guiding slide rail (405-B) is arc-shaped and concentric with the rotating shaft (103-2A). The guiding slide rail (405-B) is located outside the deflection hinge assembly (103). A guiding fitting is provided on the lower surface of the first main wing (101). The guiding fitting is located between the rotating shaft (103-2A) and the first sub-wing (102). The guiding fitting is in sliding fit with the guiding slide rail (405-B). Wherein, in the rotating direction of the first main wing (101) from the unfolded state to the folded state, the height of the guiding slide rail (405-B) gradually increases, so that in the folded state, the first main wing (101) is stacked above the second main wing (101).

4. The foldable wing for a hybrid vehicle according to claim 3, characterized in that, The top of the body (100) is provided with a guide rail groove (405-A). The guiding slide rail (405-B) is installed in the guide rail groove (405-A). In the rotating direction of the first main wing (101) from the unfolded state to the folded state, the depth of the guide rail groove (405-A) gradually decreases, so that the height of the guiding slide rail (405-B) gradually increases. The guiding fitting includes a guiding arm (405-C) and a guiding hand (405-E). The guiding hand (405-E) is slidably fitted on the outside of the guiding slide rail (405-B). The guiding hand (405-E) is hinged to the guiding arm (405-C). The guiding arm (405-C) is fixed on the lower surface of the first main wing (101).

5. The foldable wing for a hybrid vehicle according to any one of claims 2 to 4, characterized in that, The driving assembly includes a first driving member (106) and a stretching assembly (107). The first driving member (106) is fixed on the body (100). One end of the stretching assembly (107) is in transmission connection with the first driving member (106). The other end of the stretching assembly (107) passes through the main wing (101) and is fixed on the end of the sub-wing (102) away from the body (100). The first driving member (106) is used to drive the wing assembly to switch from the unfolded state to the folded state through the stretching assembly (107).

6. The collapsible wing for a hybrid vehicle according to claim 5, wherein, A sliding fitting point (101-C) which is fixed relative to the main wing (101) is provided in the accommodation cavity (101-A) of the main wing (101). The stretching assembly (107) includes a first stretching section and a second stretching section. The first stretching section is located between the sliding fitting point (101-C) and the first driving member (106). The second stretching section is located between the sliding fitting point (101-C) and the end of the sub-wing (102) away from the body (100). Wherein, the first stretching section and the second stretching section are arranged at an angle. In the unfolded state, the first stretching section extends towards the central axis of the body (100) and is inclined with respect to the length direction of the main wing (101).

7. The foldable wing for a hybrid vehicle according to claim 6, characterized in that, The stretching component (107) further includes a first steering device (105), a second steering device, and a third steering device. The first steering device (105) is installed on the top of the fuselage (100), and the second steering device is installed at the sliding fit point (101-C); the third steering device is installed inside the sub-wing (102). Wherein, the first stretching section is slidably fitted on the first steering device (105), the connection between the first stretching section and the second stretching section is slidably fitted on the second steering device, and the second stretching section is slidably fitted on the third steering device.

8. The foldable wing for a hybrid vehicle according to claim 5, characterized in that, It further includes: Two first elastic resetting members (104), both installed on the fuselage (100). The two ends of each first elastic resetting member (104) are respectively hinged to the nose of the fuselage (100) and the main wing (101); wherein, in the deployed state, each first elastic resetting member (104) is in a stretched state or a natural state; in the folded state, each first elastic resetting member (104) is located outside its corresponding rotating shaft (103-2A).

9. The foldable wing for a hybrid vehicle according to claim 8, characterized in that, It further includes: Two second elastic resetting members (101-B), respectively installed in two groups of wing assemblies. The two ends of each second elastic resetting member (101-B) are respectively connected to its corresponding main wing (101) and sub-wing (102); wherein, in the deployed state, each second elastic resetting member (101-B) is in a compressed state or a natural state; the elastic coefficient of the second elastic resetting member (101-B) is less than the elastic coefficient of the first elastic resetting member (104).

10. The foldable wing for a hybrid vehicle according to any one of claims 2 to 4, characterized in that, A locking device (108) is further provided on the nose of the fuselage (100); in the deployed state, the two ends of the locking device (108) are respectively locked on the two main wings (101) of the two groups of wing assemblies to limit the rotation of the two main wings (101).

11. The foldable wing for a hybrid vehicle according to claim 10, characterized in that, The driving component further includes a second driving member (109), and the second driving member (109) is fixed on the nose of the fuselage (100) and is in transmission connection with the locking device (108); The second driving member (109) is used to drive the locking device (108) to move up and down in the vertical direction to adjust the angle of attack of the two main wings (101); and / or, the second driving member (109) is used to drive the locking device (108) to move horizontally to adjust the sweep angle of the two main wings (101).

12. A hybrid vehicle, characterized in that, It includes a fuselage (100), a cabin, a tail wing, a steering wheel, and an engine, and further includes a foldable wing as described in any one of claims 1 to 11; Wherein, the cabin and the engine are arranged inside the fuselage (100), the tail wing is provided at the tail of the fuselage (100), and the steering wheel and the foldable wing are respectively installed at the bottom and top of the fuselage (100).

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