Double-support folding wing aircraft

Abstract

The utility model discloses a double-support folding wing aircraft, and belongs to the technical field of aircrafts, the folding wing aircraft comprises a fuselage and folding wings symmetrically arranged on two sides of the fuselage and hinged to the fuselage; the two ends of the main telescopic rod are hinged to the bottom of the fuselage and the bottoms of the ends, close to the fuselage, of the folding wings correspondingly, and the main telescopic rod is used for driving and supporting the folding wings to be folded or unfolded; the main telescopic rod is fixedly arranged above the tail of the fuselage and used for locking the positions of the folded folding wings; and the tail telescopic rod is used for keeping the folding wings in a vertical posture. According to the double-support folding wing aircraft, through independent driving and supporting of the main telescopic rod and the tail telescopic rod, the original single-point supporting mode can be changed, the risk of system collapse caused by single-point faults is reduced, the bending rigidity of the folding wings is further improved, and the service life of the folding wings is prolonged. The aircraft can have better structural stability in the vertical take-off and landing stage, and the safety of the aircraft is enhanced.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, specifically a dual-support folding-wing aircraft. Background Technology

[0002] In recent years, with the rapid development of UAV and aircraft technology, folding-wing aircraft have shown broad application prospects in civilian, military and scientific research fields due to their unique space optimization capabilities and flexible configuration conversion characteristics.

[0003] However, most folding-wing aircraft currently on the market use a single anti-angle hinge to achieve lateral folding of the wings. This means that during the process of unfolding from a propeller mode to a fixed-wing configuration, the entire folding process relies solely on the rotational torque provided by the push-pull rod. As a result, the folding wing hinge becomes the only support point. This design not only requires the hinge material to have extremely high strength and processing precision to withstand the lift load generated by the wing during flight and the mechanical stress during folding, but also results in high maintenance costs for the hinge, which severely limits the large-scale and large-scale application of this type of aircraft.

[0004] Secondly, existing compound wing aircraft, as a transitional technology that integrates the characteristics of fixed wings and rotors, can achieve efficient conversion between vertical take-off and landing and level flight through the coordinated work of two independent systems. However, the two independent vertical take-off and landing components that it relies on, which cannot be completely shut down or disassembled, increase the overall weight and energy consumption of the aircraft, and limit the flight speed and range. Especially in the vertical take-off and landing phase, the rotor layout of the compound wing makes the wing the windward surface, and its wind resistance is usually only level 4-5, which is far lower than the level 7 of multi-rotor aircraft, seriously affecting the environmental adaptability and safety of the aircraft.

[0005] Furthermore, as an innovative configuration, tiltrotor aircraft aim to achieve seamless switching between vertical takeoff and landing and level flight through rotor tilting. However, during vertical takeoff and landing or hovering, the rotor downwash airflow and the wing will generate complex interference. The propeller airflow circulates back above the blades, causing a sharp drop in lift and making it difficult to control. The risk is extremely high during low-altitude flight. Moreover, when switching from vertical takeoff and landing mode to level flight, the rotor flow field, blade load and fuselage aerodynamic balance will undergo nonlinear changes, increasing the difficulty of flight control. At the same time, tiltrotors need to integrate rotor power, transmission mechanism and tilt hinge, resulting in high mechanical redundancy. The periodic aerodynamic load of the rotor is prone to cause fuselage resonance. Long-term operation will lead to metal fatigue or composite material delamination, which seriously affects the reliability and service life of the aircraft.

[0006] Therefore, this application provides a dual-support folding wing aircraft to solve the above-mentioned problems. Utility Model Content

[0007] This application provides a dual-support folding wing aircraft, aiming to solve the problems mentioned in the background art of existing folding wing, compound wing and tiltrotor aircraft, such as high cost and limited application of single hinge support, heavy weight and energy consumption of compound structure and weak wind resistance, large aerodynamic interference and difficult control of tilt configuration, mechanical redundancy leading to resonance and material fatigue.

[0008] To achieve the above objectives, this application provides the following technical solution: a dual-support folding wing aircraft, comprising a fuselage and folding wings symmetrically arranged on both sides of the fuselage and hinged to the fuselage;

[0009] The folding-wing aircraft also includes a main telescopic rod hinged at both ends to the bottom of the fuselage and the bottom of the folding wing near the fuselage for driving and supporting the folding or unfolding of the folding wing, and a tail telescopic rod fixedly mounted above the tail of the fuselage for locking the position of the folding wing after folding, keeping the folding wing in a vertical attitude. By setting the main telescopic rod, when in fixed-wing mode and the folding wing is unfolded, the main telescopic rod can provide additional support force, which greatly improves the bending stiffness of the folding wing and enhances its flutter resistance. At the same time, the dual-rod independent drive method of the main telescopic rod and the tail telescopic rod changes the previous single-point support mode, reduces the risk of system collapse due to single-point failure, and improves the reliability of the aircraft. When the folding wing is driven by the main telescopic rod, the design of the tail telescopic rod can further reduce the aerodynamic interference on the surface of the main folding wing, thereby reducing energy consumption. The combined use of the main telescopic rod and the tail telescopic rod improves the bending stiffness of the folding wing, which may give the aircraft better structural stability during vertical take-off and landing, and to a certain extent helps to improve the aircraft's environmental adaptability such as wind resistance, and enhance its safety.

[0010] Preferably, to further support the folded wing after folding, the tail telescopic rod includes a fixed sleeve fixedly installed above the tail of the fuselage, a tail ball screw rotatably connected within the fixed sleeve, a tail motor fixedly installed inside the fixed sleeve near the fuselage end for driving the tail ball screw, a tail primary sleeve passing through the fixed sleeve at the end away from the tail motor and slidably connected within the fixed sleeve, and a tail secondary sleeve passing through the tail primary sleeve at the end away from the fixed sleeve and slidably connected within the tail primary sleeve. The tail primary sleeve is screwed to the tail ball screw. With this design, in vertical mode, the tail telescopic rod can more accurately lock the position of the folded wing through its extension and retraction, maintaining the wing in a vertical attitude. This further reduces aerodynamic interference on the surface of the main folding wing, lowers energy consumption, and, in conjunction with the main telescopic rod, further enhances the bending stiffness of the folding wing, improving the overall performance of the aircraft.

[0011] Preferably, in order to enable the tail telescopic rod to extend and retract in multiple stages, the tail telescopic rod further includes a tail transmission assembly disposed on the fixed sleeve and the tail first-stage sleeve and connected to the tail second-stage sleeve for transmitting the extension and retraction power of the tail first-stage sleeve to the tail second-stage sleeve, thereby enabling the tail second-stage sleeve to extend and retract. The tail transmission assembly is designed so that when the tail ball screw is driven to rotate, causing the tail first-stage sleeve to extend and retract within the fixed sleeve, the tail second-stage sleeve can be simultaneously driven to extend and retract within the tail first-stage sleeve, realizing the multi-stage extension and retraction function of the tail telescopic rod. Thus, within a limited space, the tail telescopic rod can extend a longer distance, thereby more effectively locking the folding wing.

[0012] Preferably, to facilitate the extension and retraction of the tail secondary sleeve, the tail transmission assembly includes a limiting block fixedly disposed on the inner wall of the fixed sleeve at a position above the side of the tail primary sleeve corresponding to the side of the tail primary sleeve; transmission wheels symmetrically rotatably connected to the side wall of the tail primary sleeve and located on both sides of the limiting block for contacting the inner wall of the fixed sleeve; a transmission belt sequentially passing through the tail primary sleeve and the limiting block and disposed on the two transmission wheels; and a connecting block fixedly disposed on the lower part of the outer wall of the tail secondary sleeve. The two transmission wheels are connected and transmit power through the transmission belt, which is slidably connected to the limiting block and fixedly connected to the connecting block. Through the cooperation of the transmission belt and the transmission wheels, the power of the tail primary sleeve can be smoothly transmitted to the tail secondary sleeve, ensuring the stability and accuracy of the extension and retraction of the tail secondary sleeve, thereby better realizing the locking and support function of the folding wing and further improving the reliability and structural stability of the aircraft.

[0013] Preferably, to further ensure the stability of the tail telescopic rod locking the folding wing, a positioning hole is provided on the side of the folding wing away from the fuselage for the insertion of the tail secondary sleeve. The positioning hole provides a precise positioning and locking position for the tail secondary sleeve. When the folding wing is folded, the tail secondary sleeve can be inserted into the positioning hole, keeping the folding wing in a stable vertical attitude. This effectively reduces the swaying and aerodynamic interference of the folding wing during flight, reduces energy consumption, further enhances the supporting effect of the tail telescopic rod on the folding wing, and improves the overall structural stability and reliability of the aircraft.

[0014] Preferably, to achieve the unfolding or folding of the folding wing, the main telescopic rod includes a primary sleeve hinged to the bottom of the fuselage, a main ball screw rotatably connected within the primary sleeve, a main motor fixedly installed inside the primary sleeve near the fuselage for driving the main ball screw to rotate, a secondary sleeve passing through the primary sleeve away from the main motor and slidably connected within the primary sleeve, a tertiary sleeve passing through the secondary sleeve away from the primary sleeve and slidably connected within the secondary sleeve, a quaternary sleeve passing through the tertiary sleeve away from the secondary sleeve and slidably connected within the tertiary sleeve, and a secondary sleeve disposed on the primary and secondary sleeves and connected to the tertiary sleeve. The system includes a primary transmission assembly for transmitting the telescopic power of the primary secondary sleeve to the primary tertiary sleeve, enabling the primary tertiary sleeve to extend and retract; and a secondary transmission assembly located on the primary secondary and tertiary sleeves and connected to the primary quaternary sleeve for transmitting the telescopic power of the primary tertiary sleeve to the primary quaternary sleeve, enabling the primary quaternary sleeve to extend and retract. The primary secondary sleeve is screwed to the primary ball screw, and the end of the primary quaternary sleeve furthest from the primary tertiary sleeve is hinged to the folding wing. This multi-stage telescopic design allows the primary telescopic rod to extend to a longer length, driving the folding wing to unfold, providing stronger additional support for the folding wing, enhancing its flutter resistance, and allowing the primary telescopic rod to be shortened during storage, facilitating the storage and handling of the aircraft and improving its storage capacity.

[0015] This dual-support folding-wing aircraft features a main telescopic rod that provides additional support when in fixed-wing mode with the folding wings deployed. This significantly improves the bending stiffness of the folding wings and enhances their flutter resistance.

[0016] When the dual-support folding-wing aircraft drives the folding wing to fold via the main telescopic rod, the plug-in design of the tail telescopic rod and the positioning hole can further reduce aerodynamic interference on the surface of the main folding wing, thereby reducing energy consumption.

[0017] This dual-support folding-wing aircraft adopts a dual-bar independent drive system with a main telescopic boom and a tail telescopic boom. This not only changes the previous single-point support mode, reducing the risk of system collapse due to single-point failure and improving the reliability of the aircraft, but also further enhances the bending stiffness of the folding wing, which may enable the aircraft to have better structural stability during vertical take-off and landing, thus enhancing its safety. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of a dual-support folding-wing aircraft in fixed-wing mode.

[0019] Figure 2 This is a schematic diagram of the structure of a dual-support folding-wing aircraft in vertical mode.

[0020] Figure 3 This is a cross-sectional view of the main telescopic rod in a dual-support folding wing aircraft.

[0021] Figure 4 This is a cross-sectional view of the tail telescopic boom in a dual-support folding-wing aircraft.

[0022] In the picture:

[0023] 1. Fuselage;

[0024] 2. Folding wing; 21. Positioning hole;

[0025] 3. Main telescopic rod; 31. Main primary sleeve; 32. Main ball screw; 33. Main motor; 34. Main secondary sleeve; 35. Main tertiary sleeve; 36. Main quaternary sleeve; 37. Primary transmission assembly; 38. Secondary transmission assembly;

[0026] 4. Tail telescopic rod; 41. Fixed sleeve; 42. Tail ball screw; 43. Tail motor; 44. Tail primary sleeve; 45. Tail secondary sleeve; 46. Tail transmission assembly; 461. Limit block; 462. Transmission wheel; 463. Transmission belt; 464. Connecting block. Detailed Implementation

[0027] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0028] This embodiment provides a dual-support folding-wing aircraft, such as Figures 1-4 As shown, the folding wing aircraft includes a fuselage 1 and folding wings 2 symmetrically arranged on both sides of the fuselage 1 and hinged to the fuselage 1; the folding wing aircraft also includes a main telescopic rod 3 with both ends hinged to the bottom of the fuselage 1 and the bottom of the folding wing 2 near the fuselage 1 respectively for driving and supporting the folding or unfolding of the folding wing 2, and a tail telescopic rod 4 fixedly arranged above the tail of the fuselage 1 for locking the position of the folding wing 2 after folding, so that the folding wing 2 maintains a vertical attitude.

[0029] In use, when fixed-wing mode is required, the main telescopic boom 3 begins to operate. As the main telescopic boom 3 gradually extends, it causes the folding wing 2 to rotate downwards and unfold around the hinge point with the fuselage 1. After unfolding, the main telescopic boom 3 remains extended, providing additional support for the folding wing 2. This improves the bending stiffness of the folding wing 2, effectively enhancing its flutter resistance and enabling it to better withstand the lift load generated by the wing during flight. At this time, the tail telescopic boom 4 is in a retracted state and will not interfere with the unfolding state of the folding wing 2. When the aircraft needs to switch from fixed-wing mode to vertical flight mode, the main telescopic boom 3 opens... The main telescopic boom 3 retracts, causing the folding wing 2 to rotate upwards around the hinge point with the fuselage 1 and fold. When the folding wing 2 is folded to a near-vertical position, the tail telescopic boom 4 extends and abuts against the folding wing 2, locking the folding wing 2 in a vertical position. After the folding wing 2 is locked, the aircraft can fly vertically. The locking of the folding wing 2 by the tail telescopic boom 4 further reduces aerodynamic interference on the surface of the main folding wing 2, reducing energy consumption. In addition, the combined action of the main telescopic boom 3 and the tail telescopic boom 4 can also improve the bending stiffness of the folding wing 2, giving the aircraft better structural stability during vertical flight.

[0030] Specifically, the tail telescopic rod 4 includes a fixed sleeve 41 fixedly installed above the tail of the machine body 1, a tail ball screw 42 rotatably connected inside the fixed sleeve 41, a tail motor 43 fixedly installed inside the fixed sleeve 41 near the end of the machine body 1 for driving the tail ball screw 42 to rotate, a tail primary sleeve 44 passing through the fixed sleeve 41 away from the tail motor 43 and slidably connected inside the fixed sleeve 41, and a tail secondary sleeve 45 passing through the tail primary sleeve 44 away from the fixed sleeve 41 and slidably connected inside the tail primary sleeve 44. The tail primary sleeve 44 is screwed to the tail ball screw 42. The tail telescopic rod 4 also includes a tail primary sleeve 45 disposed on the fixed sleeve 41 and the tail primary sleeve 44 and connected to the tail secondary sleeve 45 for transmitting the telescopic power of the tail primary sleeve 44. The tail transmission assembly 46 is delivered to the tail secondary sleeve 45, causing the tail secondary sleeve 45 to extend and retract. The tail transmission assembly 46 includes a limiting block 461 fixedly disposed on the inner wall of the fixed sleeve 41 at a position above one side of the tail primary sleeve 44; a transmission wheel 462 symmetrically rotatably connected to the side wall of the tail primary sleeve 44 and located on both sides of the limiting block 461 for contacting the inner wall of the fixed sleeve 41; a transmission belt 463 sequentially passing through the tail primary sleeve 44 and the limiting block 461 and disposed on the two transmission wheels 462; and a connecting block 464 fixedly disposed on the lower part of the outer wall of the tail secondary sleeve 45. The two transmission wheels 462 are connected and transmit power through the transmission belt 463. The transmission belt 463 is slidably connected to the limiting block 461, and the transmission belt 463 is fixedly connected to the connecting block 464.

[0031] When the aircraft switches from fixed-wing mode to vertical flight mode, and the folding wing 2 needs to be folded and locked in a vertical attitude, the corresponding tail motor 43 is activated to drive the connected tail ball screw 42 to rotate. Since the tail primary sleeve 44 is screwed to the tail ball screw 42, as the tail ball screw 42 rotates, the tail primary sleeve 44 will move linearly along the fixed sleeve 41, that is, extend outward along the fixed sleeve 41. Immediately afterwards, as the tail primary sleeve 44 extends, the transmission wheel 462 symmetrically rotatably connected to its side wall and the fixed sleeve 41... The inner wall of the sleeve 41 contacts and rolls. Since the two drive wheels 462 are connected by a drive belt 463, when the drive wheels 462 roll, the drive belt 463 moves accordingly. The drive belt 463 passes sequentially through the tail-end primary sleeve 44 and the limiting block 461. At this time, the limiting block 461 can constrain the movement trajectory of the drive belt 463, ensuring stable sliding. Simultaneously, the drive belt 463 is fixedly connected to the connecting block 464 fixed below the outer wall of the tail-end secondary sleeve 45. Therefore, when the drive belt 463 moves... At this time, it will pull the connecting block 464, which will in turn drive the tail secondary sleeve 45 to extend outward along the tail primary sleeve 44. Finally, the tail secondary sleeve 45 will gradually extend and insert into the positioning hole 21 on the folding wing 2, locking the folding wing 2 in a vertical attitude. Conversely, when the aircraft needs to switch from vertical flight mode back to fixed-wing mode, it is necessary to release the lock on the folding wing 2. The tail motor 43 is started to drive the tail ball screw 42 to rotate in the reverse direction. Then, the reverse rotation of the tail ball screw 42 causes the tail primary sleeve 44 to extend outward along the fixed sleeve. 41 retracts inward, causing the tail primary sleeve 44 to retract, and the transmission wheel 462 rolls in the opposite direction, driving the transmission belt 463 to move in the opposite direction. Similarly, the limit block 461 ensures the stability of the reverse movement of the transmission belt 463. Then, the reverse movement of the transmission belt 463 pulls the connecting block 464, causing the tail secondary sleeve 45 to retract inward along the tail primary sleeve 44 and be pulled out from the positioning hole 21 of the folding wing 2, releasing the lock on the folding wing 2. In this way, the main telescopic rod 3 can drive the folding wing 2 to unfold, so that the aircraft can be converted into fixed-wing mode.

[0032] To further ensure the stability of the tail telescopic rod 4 in locking the folding wing 2, a positioning hole 21 is provided on the side of the folding wing 2 away from the fuselage 1 for the insertion of the tail secondary sleeve 45. The positioning hole 21 provides a precise positioning and locking position for the tail secondary sleeve 45. When the folding wing 2 is folded, the tail secondary sleeve 45 can be inserted into the positioning hole 21, so that the folding wing 2 maintains a stable vertical attitude, effectively reducing the swaying and aerodynamic interference of the folding wing 2 during flight, reducing energy consumption, further enhancing the supporting role of the tail telescopic rod 4 on the folding wing 2, and improving the overall structural stability and reliability of the aircraft.

[0033] Furthermore, the main telescopic rod 3 includes a main primary sleeve 31 hinged to the bottom of the machine body 1, a main ball screw 32 rotatably connected within the main primary sleeve 31, a main motor 33 fixedly installed inside the main primary sleeve 31 near the end of the machine body 1 for driving the main ball screw 32 to rotate, a main secondary sleeve 34 passing through the end of the main primary sleeve 31 away from the main motor 33 and slidably connected within the main primary sleeve 31, a main tertiary sleeve 35 passing through the end of the main secondary sleeve 34 away from the main primary sleeve 31 and slidably connected within the main secondary sleeve 34, and a main tertiary sleeve 35 passing through the end of the main tertiary sleeve 35 away from the main secondary sleeve 34 and slidably connected within the main tertiary sleeve 35. The main fourth-stage sleeve 36 inside the cylinder 35, the first-stage transmission component 37 which is set on the main first-stage sleeve 31 and the main second-stage sleeve 34 and connected to the main third-stage sleeve 35 to transmit the extension and retraction power of the main second-stage sleeve 34 to the main third-stage sleeve 35, and the second-stage transmission component 38 which is set on the main second-stage sleeve 34 and the main third-stage sleeve 35 and connected to the main fourth-stage sleeve 36 to transmit the extension and retraction power of the main third-stage sleeve 35 to the main fourth-stage sleeve 36, and the main fourth-stage sleeve 36 to transmit the extension and retraction power of the main third-stage sleeve 35 to the main fourth-stage sleeve 36, and the main second-stage sleeve 34 is screwed to the main ball screw 32, and the end of the main fourth-stage sleeve 36 away from the main third-stage sleeve 35 is hinged to the folding wing 2;

[0034] When the aircraft needs to switch from vertical to fixed-wing mode and the folding wing 2 unfolds, the main motor 33 is activated to drive the main ball screw 32 to rotate. Since the main secondary sleeve 34 is screwed to the main ball screw 32, the main secondary sleeve 34 will move linearly along the main primary sleeve 31 and extend outwards as the main ball screw 32 rotates. During the outward extension of the main secondary sleeve 34, the primary transmission assembly 37 transmits the extension power to the main tertiary sleeve 35, causing the main tertiary sleeve 35 to extend outwards along the main secondary sleeve 34. Simultaneously, as the main tertiary sleeve 35 extends, the secondary transmission assembly 38 transmits the extension power to the main quaternary sleeve 36, causing the main quaternary sleeve 36 to extend outwards along the main tertiary sleeve 35. Since the end of the main quaternary sleeve 36 furthest from the main tertiary sleeve 35 is hinged to the folding wing 2, as the main quaternary sleeve 36 extends, it drives the folding wing 2 to rotate around the main secondary sleeve 31. The hinge point of fuselage 1 rotates downwards and unfolds. After the main telescopic rod 3 is fully extended, it can provide additional support for the folding wing 2. Conversely, when the aircraft needs to switch from fixed-wing mode to vertical mode and the folding wing 2 needs to be folded, the main motor 33 is started to drive the main ball screw 32 to rotate in the opposite direction. The reverse rotation of the main ball screw 32 will cause the main secondary sleeve 34 to retract inward along the main primary sleeve 31. During the inward retraction of the main secondary sleeve 34, the main tertiary sleeve 35 will be driven to retract inward along the main secondary sleeve 34 through the primary transmission component 37. Similarly, when the main tertiary sleeve 35 retracts, the main quaternary sleeve 36 will be driven to retract inward along the main tertiary sleeve 35 through the secondary transmission component 38. As the main quaternary sleeve 36 retracts, the part of the main quaternary sleeve 36 that is hinged with the folding wing 2 will pull the folding wing 2, causing the folding wing 2 to rotate upward and fold around the hinge point with fuselage 1.

[0035] It is understandable that the structure and working principle of the primary transmission assembly 37 and the secondary transmission assembly 38 are consistent with those of the tail transmission assembly 46. Specifically, the primary transmission assembly 37 includes a limiting block 461 fixedly disposed on the inner wall of the primary sleeve 31 above the side of the secondary sleeve 34; transmission wheels 462 symmetrically rotatably connected to the side wall of the secondary sleeve 34 and located on both sides of the limiting block 461 for contacting the inner wall of the primary sleeve 31; a transmission belt 463 sequentially passing through the secondary sleeve 34 and the limiting block 461 and disposed on the two transmission wheels 462; and a connecting block 464 fixedly disposed below the outer wall of the tertiary sleeve 35. When the secondary sleeve 34 extends or retracts, it drives the transmission wheels 462 to contact the inner wall of the primary sleeve 31. The inner wall contacts and rolls, and the transmission wheel 462 is connected and transmits power through the transmission belt 463. The transmission belt 463 is slidably connected to the limiting block 461, and the transmission belt 463 is fixedly connected to the connecting block 464, thereby driving the main third-stage sleeve 35 to extend and retract along the inner wall of the main second-stage sleeve 34; the second-stage transmission assembly 38 includes the limiting block 461 fixed to the inner wall of the main second-stage sleeve 34, the transmission wheel 462 symmetrically rotatably connected to the side wall of the main third-stage sleeve 35, the transmission belt 463 passing through the main third-stage sleeve 35 and the limiting block 461, and the connecting block 464 fixed to the lower part of the outer wall of the main fourth-stage sleeve 36. When the main third-stage sleeve 35 extends and retracts, it will drive the transmission wheel 462 to roll, and pull the connecting block 464 through the transmission belt 463, thereby causing the main fourth-stage sleeve 36 to extend and retract along the inner wall of the main third-stage sleeve 35.

[0036] It should be noted that both the main motor 33 and the tail motor 43 are connected to the output of the folding wing aircraft controller, and the main motor 33 and the tail motor 43 can be started through the folding wing aircraft controller.

[0037] The above description is merely a preferred embodiment of this application, but the scope of protection of this application is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in this application, based on the technical solution and concept of this application, should be included within the scope of protection of this application.

Claims

1. A double-support folding wing aircraft, comprising a fuselage (1) and folding wings (2) symmetrically arranged on both sides of the fuselage (1) and hinged to the fuselage (1). characterized in that The folding wing aircraft further comprises a main telescopic rod (3) having two ends respectively hinged to the bottom of the fuselage (1) and the folding wing (2) near the bottom of the end of the fuselage (1) for driving and supporting the folding or unfolding of the folding wing (2), and a tail telescopic rod (4) fixedly arranged above the tail of the fuselage (1) for locking the position of the folding wing (2) after folding, so as to keep the folding wing (2) in a vertical posture.

2. The bi-supported folding wing aircraft of claim 1, wherein: The tail telescopic rod (4) comprises a fixed sleeve (41) fixedly installed at a position above the tail of the fuselage (1), a tail ball screw (42) rotatably connected in the fixed sleeve (41), a tail motor (43) fixedly installed inside the fixed sleeve (41) near one end of the fuselage (1) for driving the rotation of the tail ball screw (42), a tail first-stage sleeve (44) penetrating through one end of the fixed sleeve (41) away from the tail motor (43) and slidingly connected in the fixed sleeve (41), and a tail second-stage sleeve (45) penetrating through one end of the tail first-stage sleeve (44) away from the fixed sleeve (41) and slidingly connected in the tail first-stage sleeve (44), the tail first-stage sleeve (44) being screwed with the tail ball screw (42).

3. The bi-supported folding wing aircraft of claim 2, wherein: The tail telescopic rod (4) further comprises a tail transmission assembly (46) arranged on the fixed sleeve (41) and the tail first-stage sleeve (44) and connected with the tail second-stage sleeve (45) for transmitting the telescopic power of the tail first-stage sleeve (44) to the tail second-stage sleeve (45) to make the tail second-stage sleeve (45) telescopic.

4. The bi-supported folding wing aircraft of claim 3, wherein: The tail transmission assembly (46) comprises a limiting block (461) fixedly arranged on the inner wall of the fixed sleeve (41) at a position above one side of the tail first-stage sleeve (44), transmission wheels (462) symmetrically rotatably connected to the side wall of the tail first-stage sleeve (44) and located at positions on both sides of the limiting block (461) for contacting the inner wall of the fixed sleeve (41), a transmission belt (463) penetrating through the tail first-stage sleeve (44) and the limiting block (461) in sequence and arranged on the two transmission wheels (462), and a connecting block (464) fixedly arranged on the lower position of the outer wall of the tail second-stage sleeve (45), the two transmission wheels (462) being connected and transmitting power through the transmission belt (463), the transmission belt (463) being slidingly connected on the limiting block (461), and the transmission belt (463) being fixedly connected with the connecting block (464).

5. The bi-supported folding wing aircraft of claim 4, wherein: The folding wing (2) is provided with a positioning hole (21) on the side away from the fuselage (1) for inserting the tail second-stage sleeve (45).

6. The bi-supported folding wing aircraft of claim 1, wherein: The main telescopic rod (3) comprises a main first sleeve (31) hinged at the bottom of the fuselage (1), a main ball screw (32) rotationally connected in the main first sleeve (31), a main motor (33) fixedly installed inside the main first sleeve (31) near one end of the fuselage (1) for driving the main ball screw (32) to rotate, a main second sleeve (34) penetrating through one end of the main first sleeve (31) away from the main motor (33) and slidingly connected in the main first sleeve (31), a main third sleeve (35) penetrating through one end of the main second sleeve (34) away from the main first sleeve (31) and slidingly connected in the main second sleeve (34), a main fourth sleeve (36) penetrating through one end of the main third sleeve (35) away from the main second sleeve (34) and slidingly connected in the main third sleeve (35), a first-stage transmission assembly (37) arranged on the main first sleeve (31) and the main second sleeve (34) and connected with the main third sleeve (35) for transmitting the telescopic power of the main second sleeve (34) to the main third sleeve (35) so that the main third sleeve (35) telescopes, and a second-stage transmission assembly (38) arranged on the main second sleeve (34) and the main third sleeve (35) and connected with the main fourth sleeve (36) for transmitting the telescopic power of the main third sleeve (35) to the main fourth sleeve (36) so that the main fourth sleeve (36) telescopes, the main second sleeve (34) is screwed with the main ball screw (32), and one end of the main fourth sleeve (36) away from the main third sleeve (35) is hinged with the folding wing (2).

Images