Single degree of freedom dual-redundancy high-folding-ratio folding wing

Abstract

The present application relates to a single degree of freedom double-redundancy high folding and unfolding rate folding wing, belonging to the wing technical field of fixed-wing aircraft, solves the problem that the foldable wing of the prior art fixed-wing aircraft cannot be folded and unfolded during the flight of the aircraft, comprising: an inner section wing mounted to the aircraft body; a middle section wing comprising a middle section front wing and a middle section rear wing, respectively connected to the inner section wing and located outside the inner section wing; an outer section wing connected to the middle section front wing and the middle section rear wing and located outside the middle section front wing and the middle section rear wing; a connecting device between the inner section wing and the outer section wing and the middle section front wing and the middle section rear wing, comprising a folding drive mechanism and a plurality of unpowered rotating shafts; wherein the middle section front wing is located in front of the middle section rear wing in the chord direction of the aircraft; wherein the single degree of freedom double-redundancy high folding and unfolding rate folding wing is converted between the unfolded state and the folded state.

Description

Technical Field

[0001] This invention relates to the field of fixed-wing aircraft wing technology, specifically to a single-degree-of-freedom, dual-redundancy, high-spread-rate folding wing. Background Technology

[0002] Large-wingspan fixed-wing aircraft offer advantages such as increased lift, improved fuel efficiency, enhanced lateral stability, adaptability to special mission requirements, and improved long-range cruise performance, making them irreplaceable in various mission scenarios. However, a large wingspan means the aircraft occupies a significant amount of space when parked on the ground, limiting the number of aircraft that can be parked. Furthermore, takeoff and landing require greater runway width, hindering their operation in space-constrained situations. Folding the wings during takeoff, landing, and ground parking is a viable solution for fixed-wing aircraft. Therefore, there is a greater demand for stable and controllable wing-folding mechanisms for large-wingspan fixed-wing aircraft.

[0003] Currently, wing-folding technology for fixed-wing aircraft is typically used during ground parking. The wings remain extended during takeoff and landing, making it impossible to fold them during flight. Furthermore, existing wing-folding technologies usually employ a single fold, resulting in a low folding-to-spread ratio.

[0004] Chinese invention patent application CN107972844A, entitled "A Folding Wing," proposes a folding wing for aircraft, comprising a telescopic rod, multiple small ribs connected to the telescopic rod, and a skin covering the outside of the small ribs. The folding and extending of the wing is achieved by extending and retracting the small ribs through the telescopic rod. However, this design requires the assembly of numerous movable small rib components, making it difficult to maintain the wing's profile and thus compromising the required lift during flight. Furthermore, the assembly process is complex.

[0005] Chinese invention patent application, publication number CN118894227A, entitled "An Aircraft," proposes an aircraft comprising rotatable movable shells on both sides of the fuselage, a rotary reduction gear mechanism, and a folding reduction gear mechanism. The rotary reduction gear mechanism drives the two movable shells to rotate, thereby rotating the wings. Two sets of folding reduction gear mechanisms are correspondingly installed on the two movable shells and connected to the two sets of wings respectively. Each set of folding reduction gear mechanisms includes a folding drive component and a folding reduction gear set. The folding drive component is adapted to drive the corresponding wing to fold or unfold via the folding reduction gear set. However, the folding ratio of this folding wing is limited, making it unusable in extremely space-constrained situations. Furthermore, the folding device in this design uses numerous components, resulting in a complex structure and causing inconvenience for manufacturing and practical application.

[0006] Therefore, there is a need in the field for improved wing folding methods that can achieve high folding ratios, can be folded during flight, and have a simple structure that is easy to manufacture and use. Summary of the Invention

[0007] To address the aforementioned problems, this invention provides a single-degree-of-freedom, dual-redundancy, high folding ratio folding wing, which can improve space utilization and achieve stable folding during takeoff and landing and during flight.

[0008] According to an embodiment of the present invention, a single-degree-of-freedom, dual-redundancy, high folding ratio folding wing is provided, comprising:

[0009] The inner wing section is installed on the aircraft fuselage;

[0010] The mid-section wing, including the mid-section forward wing and the mid-section rear wing, is connected to the inner section wing and is located on the outer side of the inner section wing;

[0011] The outer wing section is connected to the middle front wing and the middle rear wing respectively, and is located on the outside of the middle front wing and the middle rear wing;

[0012] The connection device between the inner wing section and the outer wing section and the middle forward wing section and the middle rear wing section includes a folding drive mechanism and multiple unpowered rotating shafts;

[0013] Among them, the mid-section forward wing is located in front of the mid-section rear wing in the chord direction of the aircraft; and the mid-section forward wing and the mid-section rear wing are offset from each other by a certain distance in the wingspan direction;

[0014] Among them, the single-degree-of-freedom, dual-redundancy, high folding ratio folding wing switches between unfolded and folded states.

[0015] In the deployed state, the inner wing section, the middle canard wing section, and the middle aft wing section are on the same plane as the outer wing section;

[0016] In the folded state, the inner wing section, the middle forward wing section, and the middle rear wing section fold together with the outer wing section to form a Z-shape; the inner wing section is located horizontally below, the middle forward wing section and the middle rear wing section are located vertically in the middle and are spaced apart from each other, and the outer wing section is located horizontally above.

[0017] Optionally, in the wingspan direction, the mid-section forewing and mid-section aft wing have the same length; in the folded state, the vertically positioned mid-section forewing and mid-section aft wing are parallel to each other, and the horizontally positioned outer wing and inner wing are parallel to each other.

[0018] Optionally, in the wingspan direction, the length of the mid-section rear wing is greater than the length of the mid-section front wing; in the folded state, the mid-section rear wing, which is on the vertically outer side, is longer than the mid-section front wing, and the outer wing section has an upward dihedral angle.

[0019] Optionally, in the wingspan direction, the length of the mid-section rear wing is less than the length of the mid-section forewing; in the folded state, the mid-section forewing, which is vertically inward, is longer than the outer mid-section rear wing, and the outer wing has a dihedral angle.

[0020] Optionally, the axis of the connecting device is parallel to the direction of the incoming flow; in the folded state, the outer section of the wing, which is laterally positioned, is directly above the inner section of the wing.

[0021] Optionally, the axes of the connecting devices are kept parallel to each other and have a sweep angle or a forward sweep angle with the direction of the incoming flow; in the folded state, the outer section of the wing and the inner section of the wing are offset from each other by a distance in the chord direction of the aircraft.

[0022] Optionally, the width of the inner wing section is equal to the sum of the widths of the mid-section forward wing and the mid-section aft wing; the width of the outer wing section is equal to the sum of the widths of the mid-section forward wing and the mid-section aft wing.

[0023] Optionally, the inner wing section forms an L-shaped structure with a protrusion facing outward and its end connecting to the inner side of the middle rear wing; the outer wing section forms an L-shaped structure with a protrusion facing inward and its end connecting to the outer side of the middle front wing.

[0024] Optionally, the inner wing section forms an L-shaped structure with a protrusion facing outward and its end connecting to the inner side of the middle forward wing; the outer wing section forms an L-shaped structure with a protrusion facing inward and its end connecting to the outer side of the middle rear wing.

[0025] Optionally, it also includes: a connection locking mechanism disposed at the end of the protrusion of the L-shaped structure of the outer wing section.

[0026] Optionally, it also includes: a curved leading edge added to the mid-section rear wing.

[0027] Compared with the prior art, the single-degree-of-freedom, dual-redundancy, high folding ratio folding wing provided by the present invention has at least the following beneficial effects.

[0028] 1. The folding mechanism is controlled by a single drive mechanism, which makes the device simpler and improves reliability. It can be folded or unfolded during takeoff, landing and flight.

[0029] 2. The folding mechanism can be driven by either an electric motor or aerodynamic force, enabling a dual-redundancy design for flight control, saving energy and improving reliability.

[0030] 3. It adopts a three-section folding wing, which has a high folding ratio and occupies less space.

[0031] 4. After folding, the wing forms a parallelogram structure, and can also form a non-parallel quadrilateral structure, causing the outer section of the wing to have anhedral or dihedral.

[0032] 5. When folding, the pivots should remain parallel, but at a certain angle to the direction of the incoming flow, which can form a sweep angle or a forward sweep angle.

[0033] 6. It has a folding locking mechanism to lock the outer sections of the wings on both sides of the aircraft fuselage in a folded state, ensuring a more reliable folding state.

[0034] 7. The wings can generate sufficient lift when folded to ensure normal flight in the folded state. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the accompanying drawings used in the embodiments will be briefly introduced below. The features and advantages of the present invention can be more clearly understood by referring to the accompanying drawings. The accompanying drawings are schematic and should not be construed as limiting the present invention in any way. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1a This is a schematic diagram of a single-degree-of-freedom, dual-redundancy, high folding ratio folding wing in a 3-fold state, provided according to an embodiment of the present invention.

[0037] Figure 1b This is a schematic diagram of a single-degree-of-freedom, dual-redundancy, high folding ratio folding wing in the folded state, provided according to an embodiment of the present invention.

[0038] Figure 2 This is a schematic diagram of a single-degree-of-freedom, dual-redundancy, high folding ratio folding wing in its unfolded state, according to an embodiment of the present invention.

[0039] Figure 3 This is a front view of a single-degree-of-freedom, dual-redundancy, high folding ratio folding wing installed on an aircraft fuselage and in a folded state, according to an embodiment of the present invention.

[0040] Figure 4 This is a front view of a single-degree-of-freedom, dual-redundancy, high-folding-ratio folding wing according to another embodiment of the present invention, wherein the outer section of the wing has a folded state with an upward dihedral angle.

[0041] Figure 5 This is a schematic diagram of a single-degree-of-freedom, dual-redundancy, high-folding-ratio folding wing according to another embodiment of the present invention, wherein the pivot has a swept-back angle in an unfolded state.

[0042] Figure 6 This is a top view of a single-degree-of-freedom, dual-redundancy, high-folding-ratio folding wing according to another embodiment of the present invention, wherein the pivot has a swept-back folded state.

[0043] Explanation of reference numerals in the attached figures:

[0044] 1-Inner wing section, 2-Middle section forewing, 3-Middle section rear wing, 4-Arc-shaped leading edge, 5-Outer wing section, 6-Folding drive mechanism, 7-Unpowered pivot, 8-Connection locking mechanism, 9-Aircraft fuselage. Detailed Implementation

[0045] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise specified, the embodiments of the present invention and the features thereof can be combined with each other.

[0046] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein. Therefore, the scope of protection of the invention is not limited to the specific embodiments disclosed below.

[0047] The following detailed description, with reference to the accompanying drawings, illustrates a single-degree-of-freedom, dual-redundancy, high folding ratio folding wing according to an embodiment of the present invention. See also... Figure 3 When the single-degree-of-freedom, dual-redundant, high-ratio folding wing of this embodiment is assembled to the aircraft fuselage, a pair of single-degree-of-freedom, dual-redundant, high-ratio folding wings can be symmetrically installed on both sides of the aircraft fuselage.

[0048] like Figure 2 and Figure 3As shown, according to an embodiment of the present invention, a single-degree-of-freedom, dual-redundancy, high folding ratio folding wing is provided for installation on an aircraft fuselage 9, comprising: an inner wing section 1 installed on the aircraft fuselage 9; a mid-wing section including a mid-wing forward section 2 and a mid-wing rear section 3, respectively connected to the inner wing section 1 and located outside the inner wing section 1, wherein the mid-wing forward section 2 is located in front of the mid-wing rear section 3 in the chord direction; an outer wing section 5, which is respectively connected to the mid-wing forward section 2 and the mid-wing rear section 3 and located outside the mid-wing forward section 2 and the mid-wing rear section 3; a folding drive mechanism 6, which can be installed at the connection between the inner wing section 1 and the mid-wing rear section 3; and a powerless pivot 7, which can be installed at the connection between the inner wing section 1 and the mid-wing forward section 2, and the connection between the outer wing section 5 and the mid-wing section. In the aforementioned directions, the inner side is the direction of the single-degree-of-freedom, dual-redundant, high-ratio folding wing toward the aircraft fuselage 9, and the outer side is the direction toward the wingtip; the front side is the direction toward the nose of the aircraft when the single-degree-of-freedom, dual-redundant, high-ratio folding wing is installed onto the aircraft fuselage 9, i.e., the forward side in the chord direction of the aircraft; the rear side is the direction toward the tail of the aircraft, i.e., the rear side in the chord direction of the aircraft. To clearly illustrate the structure of each part of the single-degree-of-freedom, dual-redundant, high-ratio folding wing of this embodiment, the above description of the orientation of each part is based on... Figure 2 In the unfolded state, the upper left is the inner side, the lower right is the outer side, the upper right is the front side, and the lower left is the rear side. In the accompanying diagrams from other perspectives, the reference orientation needs to be adjusted accordingly.

[0049] In this embodiment, the width of the inner wing section 1 is equal to the sum of the widths of the middle forward wing section 2 and the middle rear wing section 3; and the sum of the widths of the middle forward wing section 2 and the middle rear wing section 3 is equal to the width of the outer wing section 5. This ensures a tight and smooth connection between the sections in the deployed state, providing a good aerodynamic shape. The middle forward wing section 2 and the middle rear wing section 3 can have the same length in the wingspan direction and are offset from each other by a certain distance. Specifically, the middle forward wing section 2 is closer to the inward side in the wingspan direction compared to the middle rear wing section 3. Optionally, the width and length of the middle forward wing section 2 and the middle rear wing section 3 can be set to be the same. Different mid-wing section arrangement positions and lengths can be set according to the actual wing's aerodynamic performance, structural strength, and other characteristics to achieve safe and stable flight after wing folding.

[0050] In this implementation method, in order to match the mid-section forward wing 2 and mid-section rear wing 3, the inner section wing 1 forms a roughly L-shaped structure with a protrusion, the protrusion facing outward and the end connecting to the inner side of the mid-section rear wing 3; the outer section wing 5 also forms a roughly L-shaped structure with a protrusion, the protrusion facing inward and the end connecting to the outer side of the mid-section forward wing 2.

[0051] like Figure 1a , Figure 1b and Figure 2 As shown, the single-degree-of-freedom, dual-redundancy, high folding ratio folding wing of this embodiment can be set to an unfolded state or a folded state, and can be switched between the unfolded state and the folded state as needed.

[0052] refer to Figure 2 This diagram illustrates the distribution of each wing segment when the single-degree-of-freedom, dual-redundant, high-spread-rate folding wing is in its deployed state. In this embodiment, when the single-degree-of-freedom, dual-redundant, high-spread-rate folding wing is in its deployed state, the mid-section forward wing 2 and mid-section aft wing 3 are located on the same plane as the inner wing 1 and outer wing 5. That is, when the single-degree-of-freedom, dual-redundant, high-spread-rate folding wing is in its deployed state, the inner wing 1, including the mid-section forward wing 2 and mid-section aft wing 3, and the outer wing 5 are arranged sequentially from the inside to the outside in the wingspan direction and are located on the same plane, thus maximizing the wingspan and providing greater lift. The mid-section wing is divided into the forward mid-section forward wing 2 and the aft mid-section aft wing 3. The single-degree-of-freedom, dual-redundancy, high folding ratio folding wing of this embodiment is in the unfolded state, and its appearance is similar to that of a conventional wing. The folding and locking mechanism and the wing slots will not have an excessive impact on the structural strength and aerodynamic performance of the wing, and will not affect the normal flight and mission execution of the aircraft.

[0053] See Figure 1a and Figure 1bIn this embodiment, the single-degree-of-freedom, dual-redundancy, high-folding-ratio folding wing can be folded into a three-section Z-shaped folding structure. During folding, the folding drive mechanism 6 drives the middle rear wing 3 to rotate upward relative to the inner wing 1, thereby causing the middle front wing 2 to rotate upward relative to the inner wing 1 around the unpowered pivot 7. Simultaneously, under the influence of gravity, the outer wing 5 rotates downward relative to the middle front wing 2 and the middle rear wing 3 around the unpowered pivot 7, forming a generally Z-shaped folding state. In this three-section Z-shaped folding state, the inner wing 1 is in the lower lateral position, the middle front wing 2 and the middle rear wing 3 are in the middle vertical position, and the outer wing 5 is in the upper lateral position. Because the mid-section forward wing 2 and mid-section rear wing 3 are offset from each other by a distance in the wingspan direction, in the folded state, the mid-section forward wing 2 and mid-section rear wing 3, which are vertically aligned, are offset from each other by a distance, with the mid-section forward wing 2 being closer to the inward side than the mid-section rear wing 3, i.e., closer to the aircraft fuselage 9. Furthermore, during flight, the folding drive mechanism 6 can be deactivated, and the folding process can be driven solely by aerodynamic forces. During the transition from the deployed state to the folded state, the lift generated by the outer wing 5 can directly drive the mid-section wing to rotate upwards. Conversely, during the transition from the folded state to the deployed state, control surfaces, such as ailerons mounted on the outer wing 5, can generate negative lift to drive the mid-section wing to rotate downwards. This embodiment of a single-degree-of-freedom, dual-redundancy, high-folding-ratio folding wing, through the aforementioned three-section folding, achieves a high folding-ratio, reducing the wingspan by more than 50%, providing excellent folding performance and facilitating takeoff and landing on narrow runways or in space-constrained environments. Meanwhile, the drive system adopts a dual-redundant design, which can save energy and improve the reliability of the folding process.

[0054] Among them, the non-powered rotating shaft 7 is equipped with a locking component, which can be locked after folding.

[0055] See Figure 3 The single-degree-of-freedom, dual-redundancy, high-folding-ratio folding wing of this embodiment may also include a connection locking mechanism 8, which is located at the connection between the outer section wing 5 and the middle section forward wing 2, that is, at the end of the protrusion of the L-shaped structure of the outer section wing 5, for fixing the outer sections wing 5 of the two wings on both sides of the fuselage when the wing is folded, so that it can provide sufficient lift for flight.

[0056] In this embodiment, since the folding drive mechanism 6 occupies more space than the unpowered pivot 7, installing the folding drive mechanism 6 between the inner wing section 1 and the middle rear wing section 3, i.e., near the trailing edge of the wing, can reduce the impact of the folding drive mechanism 6 on aerodynamic performance. Furthermore, since the single-degree-of-freedom high-folding-ratio folding wing, when unfolded, forms a quadrilateral (parallelogram or non-parallelogram) structure (inner wing section 1, middle fore wing section 2, middle rear wing section 3, and outer wing section 5) during folding, it is a single-degree-of-freedom structure. Therefore, only a single folding drive mechanism 6 is needed to complete the folding of this single-degree-of-freedom dual-redundancy high-folding-ratio folding wing. Optionally, the unpowered pivot 7 can also be installed between other wing sections. In this embodiment, three unpowered hinges 7 are provided, respectively positioned between the inner wing section 1 and the middle forward wing section 2, between the middle forward wing section 2 and the outer wing section 5, and between the middle rear wing section 3 and the outer wing section 5, so that folding is achieved by the drive mechanism 6 during the folding process. It should be understood that the number and position of the folding drive mechanism 6 and the unpowered hinges 7 are not limited to this, and can be additionally configured as needed. For example, the position of the folding drive mechanism 6 can be changed; it can be positioned between the inner wing section 1 and the middle forward wing section 2, between the middle forward wing section 2 and the outer wing section 5, and between the middle rear wing section 3 and the outer wing section 5. A faster folding speed can be obtained by increasing the number of folding drive mechanisms.

[0057] like Figure 1a and Figure 1b As shown, the single-degree-of-freedom, dual-redundant, high-ratio folding wing transitions to its folded state. The folding drive mechanism 6 rotates the mid-section forward wing 2, mid-section rear wing 3, and outer wing 5, completing the folding process. The folding angle is determined based on the available space. Once the desired folding angle is reached, the folding drive mechanism 6 and the unpowered pivot 7 are locked, achieving stable folding of the single-degree-of-freedom, high-ratio folding wing. The folding angle refers to the angle between the inner wing 1 and the mid-section forward wing 2 and mid-section rear wing 3; and the angle between the outer wing 5 and the mid-section forward wing 2 and mid-section rear wing 3. In its folded state, the single-degree-of-freedom, dual-redundant, high-ratio folding wing exhibits a high folding ratio, significantly saving space, reducing its footprint when parked on the ground, and enabling takeoff and landing in space-constrained environments.

[0058] After the single-degree-of-freedom, dual-redundancy, high folding ratio folding wing of this embodiment is installed on the aircraft fuselage 9, when flying in the folded state, the inner wing section 1, the middle forward wing section 2, the middle rear wing section 3, and the outer wing section 5 can all generate lift. The effective area of ​​the inner wing section 1 and the outer wing section 5 is basically the same as that in the unfolded state, while the lift generated by the middle forward wing section 2 and the middle rear wing section 3 is reduced compared to the unfolded state. In application, the folding angle can be adjusted according to the actual space conditions and flight conditions to ensure that the generated lift can guarantee the normal flight of the aircraft.

[0059] Because the single-degree-of-freedom, dual-redundant, high-ratio folding wing can be driven by a single folding drive mechanism 6 during the transition from an unfolded to a folded state, or vice versa, it can fold or unfold during flight. This effectively improves the synchronization of folding or unfolding on both sides of the wing, and effectively avoids runaway accidents caused by inconsistent forces on both sides of the aircraft due to inconsistent folding or unfolding speeds. Furthermore, when the single-degree-of-freedom, dual-redundant, high-ratio folding wing is in the folded state, it can be configured as a single-degree-of-freedom folding drive mechanism 6 and a powerless pivot 7. Locking either one of these structures is sufficient to ensure the overall stability of the single-degree-of-freedom, dual-redundant, high-ratio folding wing, significantly improving stability in the folded state and thus ensuring safety.

[0060] like Figure 1a and Figure 1b As shown, in this embodiment, the single-degree-of-freedom, dual-redundant, high-folding-ratio folding wing may further include an arc-shaped leading edge 4 added to the mid-section rear wing 3. Simultaneously, the trailing edge of the mid-section forward wing 2 is modified to a shape complementary to that of the mid-section rear wing 3. When the single-degree-of-freedom, dual-redundant, high-folding-ratio folding wing is in the folded state, if the leading edge of the mid-section rear wing 3 is a flat plane, it will generate significant drag during flight and affect lift generation. When the single-degree-of-freedom, dual-redundant, high-folding-ratio folding wing is in the folded state, adjusting the mid-section rear wing to an arc-shaped leading edge 4 can create a better aerodynamic shape, increasing lift and reducing drag. When the single-degree-of-freedom, dual-redundant, high-folding-ratio folding wing is in the unfolded state, the close fit between the mid-section rear wing 3 and the mid-section forward wing 2 does not affect the wing's aerodynamic performance. However, this can cause the mid-section rear wing 3 and the mid-section forward wing 2 to become stuck and unable to separate. Adding a movable baffle could be considered to achieve normal wing folding without changing the overall shape.

[0061] like Figure 3 As shown, the single-degree-of-freedom, dual-redundant, high-folding-ratio folding wing of this embodiment may further include a connecting locking mechanism 8. This connecting locking mechanism 8 is connected to the inner side of the outer wing section 5 and is a shell structure with the same shape as the outer wing section 5. When two single-degree-of-freedom, dual-redundant, high-folding-ratio folding wings are symmetrically installed on the aircraft fuselage 9, and the single-degree-of-freedom, dual-redundant, high-folding-ratio folding wings on both sides of the aircraft fuselage 9 are in a folded state with the same folding angle, their respective outer wing sections 5 can be connected together through the outer wing connecting locking mechanism 8. The outer wing connecting locking mechanisms 8 on both sides of the outer wing section 5 connect and lock together after contact, so that the two outer wing sections 5 are spliced ​​together to form a complete wing, increasing lift, reducing drag, and improving stability.

[0062] like Figure 4As shown, in another embodiment, the inner wing section 1, the middle forward wing section 2, the middle rear wing section 3, and the outer wing section 5 can be configured into a non-parallel quadrilateral structure to suit different aircraft types and mission requirements. Specifically, by changing the spanwise lengths of the middle forward wing section 2 and the middle rear wing section 3, the spanwise lengths of the inner wing section 1 and the outer wing section 5 are also changed accordingly, ensuring that the total length of each wing section is equal to the normal wing length. Based on the expected range of dihedral angles and the folding angle range, the lengths of the middle forward wing section 2 and the middle rear wing section 3 are adjusted. The adjusted wing length range can be obtained using the law of cosines, thus achieving a dihedral folding wing. For example, as... Figure 4 As shown, the spanwise length of the rear mid-section wing 3 can be set to be greater than that of the front mid-section wing 2. This ensures that, in the folded state, the outer rear mid-section wing 3, vertically positioned, is longer than the inner front mid-section wing 2, resulting in an upward dihedral angle on the outer wing 5 relative to the horizontal plane. Alternatively, the length of the rear mid-section wing 3 can be set to be less than that of the front mid-section wing 2. This ensures that, in the folded state, the inner front mid-section wing 2, vertically positioned, is longer than the outer rear mid-section wing 3, resulting in a downward dihedral angle on the outer wing 5 relative to the horizontal plane. By setting these dihedral or downward dihedral angles, the aerodynamic layout of the aircraft during takeoff and landing with the wings folded can be improved, and flight stability enhanced. The angles of the dihedral and other parameters can be determined based on requirements and aircraft type by designing the length relationship between the front mid-section wing 2 and the rear mid-section wing 3, providing better stability during flight in the folded state. Furthermore, when adjusting the length relationship between the mid-section forward wing 2 and the mid-section rear wing 3, the sum of the lengths of each wing segment remains unchanged. Therefore, when in the deployed state, each wing segment is on the same plane, and the wing and... Figure 2 No difference.

[0063] like Figure 5 In another embodiment, a certain sweep angle can be set between the axial direction of the folding drive mechanism 6 and the unpowered rotating shaft 7 and the incoming flow direction, depending on different machine models and task requirements. For example... Figure 6 In the folded state, the outer wing section 5, which is laterally positioned, is located above and behind the inner wing section 1. When folded, the outer wing section 5 and the inner wing section 1 are offset by a distance along the fuselage chord, reducing aerodynamic interference between wing sections and thus improving aerodynamic performance in the folded state. For example, a certain forward sweep angle can be set between the axial direction of the folding drive mechanism 6 and the unpowered rotating shaft 7 and the incoming flow direction, so that the outer wing section 5, which is laterally positioned, is located above and in front of the inner wing section 1. Furthermore, although the angle of the rotating shaft is adjusted, as long as the rotating shafts maintain a parallel relationship, the entire folding mechanism still has only one degree of freedom.

[0064] According to another embodiment of the present invention, a single-degree-of-freedom, dual-redundancy, high folding ratio folding wing is provided, comprising an inner wing section, a middle forward wing section, a middle rear wing section, an outer wing section, a folding drive mechanism, a powerless pivot, and an outer wing section connection and locking mechanism. One folding drive mechanism and three powerless pivots are installed between each wing section, and the folding and locking of each wing section can be achieved through a single folding drive mechanism.

[0065] The mid-wing section is divided into two separate wing sections, front and rear. When folded, they alternately support the outer wing section, forming a parallelogram structure together with the inner and outer wing sections. Folding can be completed using a single folding mechanism, which is simple, improves reliability, and facilitates the synchronous folding or unfolding of both wings during flight.

[0066] Furthermore, in the folded state, even if the lock of a single hinge fails, the other hinges can still ensure folding stability, thus improving the stability and reliability of folding.

[0067] Furthermore, the inner, middle, and outer wing sections can also form a quadrilateral structure, allowing the outer wing section to generate anhedral or dihedral angles, improving the aerodynamic layout during takeoff and landing and enhancing the aircraft's flight stability.

[0068] Furthermore, the pivot point between wing sections can be at a certain sweep angle or forward sweep angle with the direction of incoming airflow, allowing the middle and outer wing sections to fold backward or forward, improving the aerodynamic layout during takeoff and landing and reducing aerodynamic interference between wing sections.

[0069] Furthermore, the three-section folding design results in a high folding ratio, reducing the wingspan by more than 50% and providing excellent folding performance, which is beneficial for takeoff and landing on narrow runways or flying in space-constrained environments.

[0070] Furthermore, a curved leading edge is added to the mid-section rear wing to improve its aerodynamic performance when folded, increasing lift and reducing drag.

[0071] Furthermore, even when folded, the outer and inner wing sections can still effectively provide lift, ensuring normal flight of the aircraft.

[0072] Furthermore, in the folded state, the outer sections of the wings on both sides can be connected together through the outer section wing connection locking mechanism to form a complete wing, increasing lift and reducing drag.

[0073] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0074] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0075] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order and method of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0076] It should be understood that the foregoing only illustrates some embodiments, and changes, modifications, additions, and / or variations can be made without departing from the scope and spirit of the disclosed embodiments. These embodiments are illustrative and not restrictive. Furthermore, the described embodiments relate to those currently considered most practical and preferred, and should be understood as not being limited to the disclosed embodiments, but rather intended to cover different modifications and equivalent arrangements included within the spirit and scope of those embodiments. Moreover, the various embodiments described above can be used in conjunction with other embodiments; for example, an aspect of one embodiment can be combined with an aspect of another embodiment to achieve yet another embodiment. Additionally, individual features or components of any given component can constitute another embodiment.

[0077] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention, and they should all be covered within the scope of the claims and specification of the present invention.

Claims

1. A single-degree-of-freedom, dual-redundancy, high folding ratio folding wing, characterized in that, include: The inner section of the wing (1) is installed on the aircraft fuselage (9); The mid-section wing includes a mid-section forward wing (2) and a mid-section rear wing (3), which are respectively connected to the inner section wing (1) and located outside the inner section wing (1); The outer section wing (5) is connected to the middle section front wing (2) and the middle section rear wing (3) respectively, and is located on the outside of the middle section front wing (2) and the middle section rear wing (3); The connection device between the inner wing section (1) and the outer wing section (5) and the middle front wing section (2) and the middle rear wing section (3) includes a folding drive mechanism (6) and multiple unpowered rotating shafts (7). Among them, the mid-section forward wing (2) is located in front of the mid-section rear wing (3) in the chord direction of the aircraft; and the mid-section forward wing (2) and the mid-section rear wing (3) are offset from each other by a distance in the wingspan direction; Among them, the single-degree-of-freedom, dual-redundancy, high folding ratio folding wing switches between unfolded and folded states. In the deployed state, the inner wing section (1), the middle front wing section (2), and the middle rear wing section (3) are on the same plane as the outer wing section (5); In the folded state, the inner section wing (1), the middle section front wing (2) and the middle section rear wing (3) are folded together with the outer section wing (5) into a Z-shape; the inner section wing (1) is located horizontally below, the middle section front wing (2) and the middle section rear wing (3) are located vertically in the middle and are spaced apart from each other, and the outer section wing (5) is located horizontally above. When flying in the air, the folding drive mechanism (6) can be turned off, and only aerodynamic force is used to drive the folding process of the wing; during the process of changing from the unfolded state to the folded state, the lift generated by the outer wing (5) directly drives the middle front wing (2) and the middle rear wing (3) to rotate upward.

2. The single-degree-of-freedom, dual-redundancy, high folding ratio folding wing according to claim 1, characterized in that, In the wingspan direction, the mid-section rear wing (3) and the mid-section front wing (2) have the same length; In the folded state, the vertically oriented middle front wing (2) and middle rear wing (3) are parallel to each other, and the horizontally oriented outer wing (5) and inner wing (1) are parallel to each other.

3. The single-degree-of-freedom, dual-redundancy, high folding ratio folding wing according to claim 1, characterized in that, In the wingspan direction, the length of the mid-section rear wing (3) is greater than the length of the mid-section forewing (2); In the folded state, the middle rear wing (3) located on the vertical outer side is longer than the middle front wing (2) on the inner side, and the outer wing (5) has an upward dihedral angle.

4. The single-degree-of-freedom, dual-redundancy, high folding ratio folding wing according to claim 1, characterized in that, In the wingspan direction, the length of the mid-section rear wing (3) is less than the length of the mid-section forewing (2); In the folded state, the middle section of the forewing (2) which is vertically inward is longer than the middle section of the rearwing (3) which is on the outside, and the outer section of the wing (5) has a dihedral angle.

5. The single-degree-of-freedom, dual-redundancy, high folding ratio folding wing according to claim 1, characterized in that, The axial directions of the folding drive mechanism (6) and the unpowered rotating shaft (7) are both parallel to the direction of the incoming flow; In the folded state, the outer wing section (5) which is in the lateral position is directly above the inner wing section (1).

6. The single-degree-of-freedom, dual-redundancy, high folding ratio folding wing according to claim 1, characterized in that, The folding drive mechanism (6) and the unpowered rotating shaft (7) remain parallel to each other and both have a sweep angle or a forward sweep angle with the direction of incoming flow; In the folded state, the outer wing section (5) and the inner wing section (1) are offset from each other by a distance along the chord of the aircraft.

7. The single-degree-of-freedom, dual-redundancy, high folding ratio folding wing according to claim 1, characterized in that, The width of the inner wing section (1) is equal to the sum of the widths of the middle section fore wing (2) and the middle section rear wing (3); The width of the outer wing section (5) is equal to the sum of the widths of the middle section fore wing (2) and the middle section rear wing (3).

8. The single-degree-of-freedom, dual-redundancy, high folding ratio folding wing according to claim 1, characterized in that, The inner section wing (1) forms an L-shaped structure with a protrusion, the protrusion facing outward and the end connecting to the inner side of the middle rear wing (3); The outer section of the wing (5) forms an L-shaped structure with a protrusion facing inward and its end is connected to the outer side of the middle section of the forewing (2).

9. The single-degree-of-freedom, dual-redundancy, high folding ratio folding wing according to claim 1, characterized in that, The inner section wing (1) forms an L-shaped structure with a protrusion facing outward and its end is connected to the inner side of the middle section forewing (2); The outer section of the wing (5) forms an L-shaped structure with a protrusion facing inward and its end is connected to the outer side of the middle section of the rear wing (3).

10. The single-degree-of-freedom, dual-redundancy, high-ratio folding wing according to claim 8 or 9, characterized in that, Also includes: The connecting locking mechanism (8) is located at the end of the protrusion of the L-shaped structure of the outer wing (5).

11. The single-degree-of-freedom, dual-redundancy, high folding ratio folding wing according to claim 1, characterized in that, Also includes: The curved leading edge (4) is added to the mid-section rear wing (3).

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