A wing deployment apparatus and aircraft

Abstract

The present application relates to a kind of wing unfolding device and aircraft, belong to aircraft technical field, solve the complex structure of wing unfolding device in prior art, high cost, poor environmental adaptability and the problem that wing lock is not accurate, not reliable when unfolding to position.The wing unfolding device of the present application, including lock disc and mechanism lower part;Lock disc is assembled with aircraft body;Mechanism lower part is connected with wing, so that wing switches between folding position and unfolding position;Mechanism lower part includes two groups of drive spring and wing folding and unfolding lock mechanism.The wing unfolding device and aircraft of the present application are reliable, efficient in wing unfolding and folding;Drive spring as power source when unfolding, motor is unlocked, low in cost, light in weight, convenient to use, and good in maintainability.

Description

Technical Field

[0001] This invention belongs to the field of aircraft technology, specifically relating to a wing deployment device and an aircraft, and more specifically to a wing deployment device and aircraft based on a variable stiffness spring drive and thermal compensation structure. Background Technology

[0002] Wing deployment devices are a key technology in the aerospace and other unmanned aerial vehicle (UAV) fields, widely used in drones, cruise missiles, spacecraft solar panels, and many other applications. Traditional wing deployment devices mainly employ the following methods: Mechanical linkage type: The deployment and retraction of the wings are achieved through mechanisms such as linkages and gears. The advantages are simple structure and high reliability, while the disadvantages are heavy weight, slow deployment speed, and low locking accuracy.

[0003] Hydraulic or pneumatic drive: The wings are deployed using hydraulic or pneumatic cylinders. The advantages are high driving force and fast deployment speed, while the disadvantages are system complexity, heavy weight, and high maintenance costs.

[0004] Problems with existing technology: The contradiction between weight and deployment efficiency: Traditional mechanical linkage and hydraulic-pneumatic drive mechanisms are relatively heavy, which affects the payload capacity and endurance of the aircraft.

[0005] Environmental adaptability: Traditional mechanisms experience performance degradation and reduced reliability in harsh environments such as extreme temperatures and vacuum.

[0006] This invention addresses the shortcomings of existing technologies by proposing a novel integral wing deployment mechanism, which features lightweight construction, high deployment efficiency, accurate locking after deployment, and controllable deployment response time, thus possessing broad application prospects. Summary of the Invention

[0007] In view of the above problems, the present invention provides a wing deployment device and an aircraft, which solves the problems of complex structure, high cost, poor environmental adaptability, and inaccurate and unreliable wing locking when deployed in the prior art.

[0008] This invention provides a wing deployment device, including a locking disc and a lower part of the mechanism; Lock disk 1 is assembled with the aircraft fuselage; The lower part of the mechanism is connected to the wing, allowing the wing to switch between the folded and deployed positions; The lower part of the mechanism includes two sets of drive springs 25 and a wing folding and unfolding locking mechanism; The wing retraction and deployment locking mechanism includes a cross bearing 2, an inner bearing retaining ring 3, an outer bearing retaining ring 4, an outer bearing connecting ring 5, a connecting flange 6, a locking unit, four wing position sensors 17, four buffer blocks 18, a drive rocker arm 9, and a wire pulley 22. The outer connecting ring 5 of the bearing is set on the outer ring of the locking disc 1 via the cross bearing 2; the cross bearing 2 is provided with an inner retaining ring 3 and an outer retaining ring 4, and the cross bearing 2 is axially fixed by the inner retaining ring 3; the outer connecting ring 5 of the bearing is installed on the outer retaining ring 4. One end of the bearing outer connecting ring 5 is fixedly connected to the connecting flange 6; the other end of the bearing outer connecting ring 5 is connected to the cross bearing 2. Two lugs for hanging springs are symmetrically arranged on the outer connecting ring 5 of the bearing; two wire pulleys 22 are installed on the locking disc 1; four buffer blocks 18 are symmetrically arranged at the four corners of the locking disc 1; two wire pulleys 22 are symmetrically arranged at two opposite corners of the locking disc 1; the buffer blocks 18 are located between the outer connecting ring 5 of the bearing and the wire pulleys 22.

[0009] Optionally, each set of drive springs includes two springs; the two sets of drive springs are symmetrically arranged with respect to the longitudinal axis of the lower part of the mechanism.

[0010] Optionally, the wing is a single, integral wing.

[0011] Optionally, the locking unit includes a first unlocking lever 8, a second unlocking lever, a first unlocking ring 11, a second unlocking ring, a threaded pin 20, a locking pin 12, a first locking pin return spring 13, and a second locking pin return spring 14.

[0012] Optionally, two locking pins 12 are provided, with the first locking pin return spring 13 and the second locking pin return spring 14 respectively sleeved on their respective locking pins 12; one end of each of the two locking pins 12 is pivotally connected to one end of the drive rocker arm 9, and the other end of each of the two locking pins 12 is pivotally connected to one end of the first unlocking lever 8 and the second unlocking lever respectively.

[0013] Optionally, a manual unlocking rocker arm is also included, which is used to connect to the drive rocker arm 9.

[0014] Optionally, it also includes a drive motor 10, which is used to connect to the drive rocker arm 9.

[0015] Optionally, two of the drive springs in one set are axially arranged along the length of the aircraft fuselage. One end of one spring passes around the wire pulley 22 and is set on the outer connecting ring 5 of the bearing, while the other end is set in the direction of the nose of the aircraft fuselage. One end of the other spring is set on a lug, while the other end is set in the direction of the tail of the aircraft fuselage. In another set of drive springs, two of the springs are axially arranged along the length of the aircraft fuselage. One end of one spring passes around the wire pulley 22 and is set on the outer connecting ring 5 of the bearing, while the other end is set in the direction of the tail of the aircraft fuselage. One end of the other spring is set on a lug, while the other end is set in the direction of the nose of the aircraft fuselage.

[0016] In another aspect, the present invention discloses an aircraft in which the aforementioned wing deployment device is mounted on the bottom of the fuselage, and the folding wing deployment device is connected to the middle part of the wing.

[0017] Compared with the prior art, the present invention has at least the following beneficial effects: (1) The wing deployment device and the aircraft of the present invention have reliable and efficient wing deployment; (2) The wing deployment device and aircraft of the present invention have accurate deployment and wing locking, and the deployment response time is controllable (0.4~0.7 seconds). (3) The wing deployment device and the aircraft of the present invention use the drive spring as the power source when the wing is deployed, and the motor is unlocked, which is low in cost; (4) The wing deployment device and the drive rocker arm of the aircraft of the present invention are made of ceramic material. The locking holes on the connecting flange are symmetrically arranged so that thermal deformation cancels each other out, which enhances the environmental adaptability of the device, has high low temperature resistance, and can be used normally at minus 55 degrees Celsius. (5) The wing deployment device and aircraft of the present invention are lightweight, easy to use and easy to maintain. Attached Figure Description

[0018] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of the invention.

[0019] Figure 1 This is a front view of the lower part of the wing deployment device mechanism of the present invention; Figure 2 A perspective view of the aircraft assembly wing deployment device mechanism of the present invention; Figure 3 This is a front view of the wing deployment device of the present invention; Figure 4 This is a cross-sectional view of the lower part of the wing deployment device mechanism of the present invention; Figure 5 This is an assembly diagram of the wing deployment device of the present invention.

[0020] Figure label: 1. Locking disc; 2. Cross bearing; 3. Inner bearing retaining ring; 4. Outer bearing retaining ring; 5. Outer bearing connecting ring; 6. Connecting flange; 7. Wing deployment spring fixing screw; 8. First unlocking lever; 9. Drive rocker arm; 10. Drive motor; 11. First unlocking pull ring; 12. Locking pin; 13. First locking pin return spring; 14. Second locking pin return spring; 15. Motor bolt; 16. Pin; 17. Wing position sensor; 18. Buffer block; 19. One-way bearing; 20. Threaded pin; 21. Manual unlocking rocker arm bearing cover plate; 22. Wire pulley; 23. Positioning washer; 24. Pulley screw; 25. Drive spring; 26. Manual unlocking rocker arm. Detailed Implementation

[0021] To better understand the above-described objectives, features, and advantages of the present invention, the 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. Furthermore, the present invention can be implemented in other ways different from those described herein; therefore, the scope of protection of the present invention is not limited to the specific embodiments disclosed below.

[0022] A specific embodiment of the present invention, such as Figures 1-5 A wing deployment device is disclosed, including a locking disc 1 and a lower part of the mechanism; Locking disk 1 is assembled with the aircraft body, and the two are fixedly constrained to remain stationary. The lower part of the mechanism is connected to the wing, allowing the wing to switch between the folded and deployed positions; The lower part of the mechanism includes two sets of drive springs and a wing folding and unfolding locking mechanism; Each set of drive springs includes two springs; the two sets of drive springs are symmetrically arranged with respect to the longitudinal axis of the lower part of the mechanism.

[0023] The wing retraction and deployment locking mechanism includes a cross bearing 2, an inner bearing retaining ring 3, an outer bearing retaining ring 4, an outer bearing connecting ring 5, a connecting flange 6, a wing deployment spring fixing screw 7, a locking unit, a motor bolt 15, a pin 16, four wing position sensors 17, four buffer blocks 18, a one-way bearing 19, a drive rocker arm 9, a manual unlocking rocker arm bearing cover plate 21, a wire pulley 22, a positioning washer 23, and a pulley screw 24.

[0024] Further, see Figure 4 The outer connecting ring 5 of the bearing is set on the outer ring of the mounting base of the locking disc 1 through the cross bearing 2; the cross bearing 2 is provided with an inner bearing retaining ring 3 and an outer bearing retaining ring 4, and the cross bearing 2 is axially fixed by the inner bearing retaining ring 3; the outer connecting ring 5 of the bearing is installed on the outer bearing retaining ring 4 and is axially fixed by the outer bearing retaining ring 4.

[0025] Furthermore, the locking unit includes a first unlocking lever 8, a second unlocking lever, a first unlocking pull ring 11, a second unlocking pull ring, a threaded pin 20, a locking pin 12, a first locking pin return spring 13, and a second locking pin return spring 14.

[0026] Furthermore, two locking pins 12 are provided, and the first locking pin return spring 13 and the second locking pin return spring 14 are respectively sleeved on their respective locking pins 12; one end of the two locking pins 12 is pivotally connected to one end of the drive rocker arm 9, and the other end of the two locking pins 12 is pivotally connected to one end of the first unlocking lever 8 and the second unlocking lever respectively.

[0027] Furthermore, one end of the bearing outer connecting ring 5 is fixedly connected to the connecting flange 6; the other end of the bearing outer connecting ring 5 is rotatably connected to the cross bearing 2 and the bearing outer retaining ring 4. The bearing outer connecting ring 5 and the connecting flange 6 are fixedly connected by bolts and rotate simultaneously.

[0028] Furthermore, it also includes a manual unlocking rocker arm 26, which is used to connect to the drive rocker arm 9. By rotating the manual unlocking rocker arm, the drive rocker arm 9 is rotated, thereby controlling the rotation of the two unlocking levers.

[0029] Furthermore, it also includes a drive motor 10, which is connected to the drive rocker arm 9. The drive motor 10 rotates the drive rocker arm 9, thereby controlling the rotation of the two unlocking levers; the drive motor 10 is located on the locking disc 1.

[0030] Furthermore, the wings are a single, integral wing.

[0031] Furthermore, the wing is mounted on the lower surface of the connecting flange 6, which rotates under the drive of two sets of drive springs. Due to the presence of the buffer block 18, the connecting flange 6 can only rotate a maximum of 90 degrees. The wing can rotate 90 degrees through the rotation of the connecting flange 6, thereby switching between the folded and deployed positions. In the folded position, the entire wing is located below the fuselage of the aircraft, and in the deployed position, the wing is spread out in the left and right directions relative to the fuselage of the aircraft.

[0032] Furthermore, the outer connecting ring 5 of the bearing is provided with threaded holes evenly distributed for connection with the connecting flange 6 by bolts.

[0033] Furthermore, the connecting flange 6 is provided with evenly distributed bolt holes for bolt connection to the wing.

[0034] In use, when deployed, the aerodynamic lift generated by the aircraft during flight is transmitted from the wing to the connecting flange 6, then to the outer connecting ring 5 of the bearing, and finally to the locking disc 1. The locking disc 1 then transmits the lift to the fuselage. A slight downward displacement occurs between the locking disc 1 and the connecting flange 6, making the contact between the two locking pins and the locking holes tighter and ensuring reliable locking.

[0035] Furthermore, two lugs for hanging springs are symmetrically arranged on the outer connecting ring 5 of the bearing; two steel wire pulleys 22 are installed on the locking disc 1; four buffer blocks 18 are symmetrically arranged at the four corners of the locking disc 1, and the wing position sensor 17 is arranged on the buffer block 18; two steel wire pulleys 22 are arranged symmetrically at two opposite corners of the locking disc 1; the buffer block 18 is located between the outer connecting ring 5 of the bearing and the steel wire pulley 22; when the wing unfolds, the spring pulls the lugs to drive the connecting flange to rotate. After rotating 90 degrees, the lugs hit the buffer block, at which point the wing unfolds into place.

[0036] The two lugs are close to their corresponding wire pulleys 22 in the radial direction of the connecting flange 6.

[0037] Further, see Figure 2 Two of the drive springs in one set are axially arranged along the length of the aircraft fuselage. One end of one spring passes over the wire pulley 22 and is set on the outer connecting ring 5 of the bearing, while the other end is set in the direction of the nose of the aircraft fuselage. One end of the other spring is set on a lug, while the other end is set in the direction of the tail of the aircraft fuselage. Two of the drive springs in the other set are axially arranged along the length of the aircraft fuselage. One end of one spring passes over the wire pulley 22 and is set on the outer connecting ring 5 of the bearing, while the other end is set in the direction of the tail of the aircraft fuselage. One end of the other spring is set on a lug, while the other end is set in the direction of the nose of the aircraft fuselage.

[0038] Furthermore, multiple locking holes are symmetrically arranged on the circumferential arm of the connecting flange 6; the manual unlocking rocker arm bearing cover plate 21 is located on the end face of the driving rocker arm 9 away from the locking disc 1; the driving rocker arm 9 is an ellipse; threaded pins 20 are respectively provided on the first unlocking pull rod 8 and the second unlocking pull rod, and both the first unlocking pull rod 8 and the second unlocking pull rod can rotate around their respective threaded pins 20; one end of the first unlocking pull rod 8 and the second unlocking pull rod are symmetrically arranged on both sides of the driving rocker arm 9, and the other end of the first unlocking pull rod 8 and the second unlocking pull rod can be rotatably connected to a locking pin 12; in use, by rotating the manual unlocking rocker arm bearing cover plate 21 to rotate 90 degrees, the driving rocker arm 9 is rotated 90 degrees, thereby the locking pin 12 exits from the locking hole of the connecting flange 6 to unlock or enters the locking state. Four locking holes are symmetrically arranged on the connecting flange 6. Two opposite locking holes are used when the flange is closed, and the other two opposite locking holes are used when it is extended. For example, the locking holes are numbered first, second, third, and fourth locking holes clockwise. When closed, the first and third locking holes are used for locking (closed locking). When the motor unlocks, under the spring tension, the connecting flange 6 rotates 90 degrees, and the second and fourth locking holes are used for locking (extended locking).

[0039] Furthermore, the locking unit is located on the locking disk 1.

[0040] Furthermore, the locking pin includes a long shaft end and a short shaft end. The short shaft end is near pin 16, and the long shaft end is near the locking hole. A locking pin return spring is disposed between the long shaft end and the short shaft end. The end of the long shaft end that inserts into the locking hole is provided with a friction-reducing inclined surface of α=arctan(μ), where α represents the end taper angle, and μ represents the coefficient of friction when the locking pin mates with the locking hole. Preferably, μ=0.1, and the taper of the locking pin end is 5.71°. This improves the reliability of the locking unit. The locking pin is designed as a tapered cylindrical surface, reducing friction and balancing manufacturing errors, ensuring a more reliable fit between the locking pin and the locking hole.

[0041] Furthermore, the contact surface of the drive rocker arm is coated with a DLC coating with a thickness of 3±0.2μm and a roughness Ra≤0.05μm. The drive rocker arm 9 is made of a low-expansion material, such as ceramic, which is suitable for low-temperature performance.

[0042] The wing of this invention rotates 90 degrees to align with the fuselage axis. At this point, the elastic potential energy stored in the four stretched springs serves as the power source for wing deployment. The drive rocker arm 9 is parallel to the aircraft fuselage, meaning the unlocking lever and the short shaft of the drive rocker arm are in contact. Under the action of the lock pin return spring, the locking pin 12 extends to its maximum position at both ends simultaneously. At this time, the locking pin 12 inserts into the two oppositely arranged locking holes of the connecting flange 6 to lock the connecting flange, that is, the folded wing is locked. The sensor transmits the locking signal to the flight control system to display that the wing has been folded and locked.

[0043] When the wings unfold, after the aircraft detaches from the carrier and is released, an electrical signal is sent to the drive motor 10 within a specified time, causing the drive rocker arm 9 to rotate 90 degrees. At this time, the contact point between the drive rocker arm 9 and the unlocking lever moves from the short axis to the long axis, and the locking pin 12 is pulled out from the locking hole of the connecting flange 6 using the lever principle, completing the unlocking action. Under the action of the elastic potential energy stored in the drive spring, the connecting flange 6 rotates 90 degrees counterclockwise. After rotating 90 degrees, the two lugs on the outer connecting ring 5 of the bearing collide with the buffer block 18 installed on the locking disc 1 and are then limited. All four buffer blocks 18 are equipped with sensors. After unfolding and locking, the sensors transmit the locking signal to the flight control system. The "I"-shaped wings unfold to a position perpendicular to the fuselage axis, thus completing the mechanism unfolding.

[0044] When locking the wings, there are two locking states: folding wing locking and unfolded wing locking. Four locking holes are evenly distributed radially around the perimeter of the connecting flange 6. Two opposite locking holes form a group, and the two groups are arranged in a 90-degree cross shape. Locking is achieved by simultaneously inserting two locking pins 12 into one group of locking holes. There are two power sources for locking: one uses a drive motor to drive a drive rocker arm, which uses leverage to reciprocate the locking pins, achieving locking and unlocking. The other uses a special tool (similar to a flathead screwdriver) to rotate the manual unlocking rocker arm, which moves the unlocking lever, also using leverage to reciprocate the locking pins, achieving locking and unlocking. The drive rocker arm and the manual unlocking rocker arm are two identical elliptical parts with a common pivot. The unlocking lever contacts both, and either the drive rocker arm or the manual unlocking rocker arm can independently rotate the unlocking lever, causing the locking pins to reciprocate.

[0045] In another aspect, the present invention discloses an aircraft in which the aforementioned wing deployment device is mounted on the bottom of the fuselage, and the folding wing deployment device is connected to the middle part of the wing. Furthermore, the locking disc 1 is connected to the aircraft body by bolts.

[0046] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A wing deployment device, characterized in that, Including the lock-up disk and the lower part of the mechanism; The locking disc is assembled with the aircraft fuselage; The lower part of the mechanism is connected to the wing, allowing the wing to switch between the folded and deployed positions; The lower part of the mechanism includes two sets of drive springs and a wing folding and unfolding locking mechanism; The wing retraction and deployment locking mechanism includes a cross bearing, an inner bearing retaining ring, an outer bearing retaining ring, an outer bearing connecting ring, a connecting flange, a locking unit, four wing position sensors, four buffer blocks, a drive rocker arm, and a wire pulley. The outer connecting ring of the bearing is mounted on the outer ring of the locking disc via a cross bearing; the cross bearing is provided with an inner bearing retaining ring and an outer bearing retaining ring, and the cross bearing is axially fixed by the inner bearing retaining ring; the outer connecting ring of the bearing is mounted on the outer bearing retaining ring. One end of the bearing outer connecting ring is fixedly connected to the connecting flange; the other end of the bearing outer connecting ring is connected to the cross bearing. Each set of drive springs includes two springs; the two sets of drive springs are symmetrically arranged with respect to the longitudinal axis of the lower part of the mechanism. Two lugs for hanging springs are symmetrically arranged on the outer connecting ring of the bearing; two wire pulleys are installed on the locking disc; four buffer blocks are symmetrically arranged at the four corners of the locking disc; two wire pulleys are symmetrically arranged at two opposite corners of the locking disc; the buffer blocks are located between the outer connecting ring of the bearing and the wire pulleys. The locking unit includes a first unlocking lever, a second unlocking lever, a first unlocking ring, a second unlocking ring, a threaded pin, a locking pin, a first locking pin return spring, and a second locking pin return spring. Two locking pins are provided. The first locking pin return spring and the second locking pin return spring are respectively sleeved on their respective locking pins. One end of the two locking pins is pivotally connected to one end of the drive rocker arm, and the other end of the two locking pins is pivotally connected to one end of the first unlocking lever and the second unlocking lever, respectively. Two springs in one set of drive springs are axially arranged along the length of the aircraft fuselage. One end of one spring passes over a steel wire pulley and is set on the outer connecting ring of the bearing, while the other end is set in the direction of the nose of the aircraft fuselage. One end of the other spring is set on a lug, while the other end is set in the direction of the tail of the aircraft fuselage. Two springs in another set of drive springs are axially arranged along the length of the aircraft fuselage. One end of one spring passes over a steel wire pulley and is set on the outer connecting ring of the bearing, while the other end is set in the direction of the tail of the aircraft fuselage. One end of the other spring is set on a lug, while the other end is set in the direction of the nose of the aircraft fuselage. In use, when deployed, the aerodynamic lift generated by the aircraft during flight is transmitted from the wing to the connecting flange, then through the connecting flange to the outer connecting ring of the bearing, and then to the locking disc, which finally transmits the lift to the fuselage. A slight downward displacement occurs between the locking disc and the connecting flange, making the contact between the two locking pins and the locking holes tighter and ensuring reliable locking. Four locking holes are symmetrically arranged on the circumferential arm of the connecting flange; the manual unlocking rocker arm bearing cover is located on the end face of the drive rocker arm away from the locking disc; the drive rocker arm is an ellipse; threaded pins are respectively provided on the first unlocking rod and the second unlocking rod, and both the first unlocking rod and the second unlocking rod can rotate around their respective threaded pins; one end of the first unlocking rod and the second unlocking rod are symmetrically arranged on both sides of the drive rocker arm, and the other end of the first unlocking rod and the second unlocking rod can be rotatably connected to a locking pin; in use, by rotating the manual unlocking rocker arm bearing cover 90 degrees, the drive rocker arm is rotated 90 degrees, thereby causing the locking pin to exit the locking hole of the connecting flange for unlocking or to enter the locking state; When folding, two oppositely positioned locking holes are used; when unfolding, another two oppositely positioned locking holes are used. The locking holes are numbered clockwise as first locking hole, second locking hole, third locking hole, and fourth locking hole. When folding, the first and third locking holes are used to lock, i.e., folding lock. After unlocking, under the action of spring tension, the connecting flange rotates 90 degrees, and the second and fourth locking holes are used, i.e., unfold lock.

2. The wing deployment device according to claim 1, characterized in that, The wings are a single, integral wing.

3. The wing deployment device according to claim 1, characterized in that, It also includes a manual unlocking rocker arm, which is used to connect to the drive rocker arm.

4. The wing deployment device according to claim 1, characterized in that, It also includes a drive motor, which is used to connect to the drive rocker arm.

5. An aircraft, characterized in that, The aircraft is equipped with a wing deployment device as described in any one of claims 1-4 at the bottom of its fuselage, and the wing deployment device is connected to the middle part of the wing.

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