A foldable wing aircraft

Abstract

The utility model relates to a kind of foldable wing aircrafts, including base frame, first wing, second wing, first driver and second driver;First wing is rotatably connected on base frame and can make lifting action relative to base frame, second wing is rotatably connected on base frame and relative to the height position of base frame remains unchanged;The one end of first driver is universally connected with base frame, the other end of first driver is universally connected with first wing, and first driver drives first wing to rotate and lift;The one end of second driver is rotatably connected with base frame, and the other end of second driver is rotatably connected with second wing, and second driver drives second wing to rotate;First wing, second wing can be switched between folding state and unfolded state;When folding state: first wing is lower than second wing, and the projection of first wing, second wing in vertical direction exists overlapping portion;When unfolded state: the height of first wing, second wing is flush.

Description

Technical Field

[0001] This utility model relates to the technical field of aircraft, and in particular to a foldable-wing aircraft. Background Technology

[0002] Fixed-wing aircraft are favored for their advantages such as long range, high speed, and high efficiency. However, their large wing size results in a huge space occupation during ground storage and transportation. To solve this technical problem, some aircraft with folding wing functions have appeared on the market. For example, Chinese invention patent application CN116946409A, entitled "A Fixed-Wing UAV with Foldable Wings", uses a linkage mechanism composed of electric actuators, sliders, connecting rods and springs to drive the left and right wings to rotate around their respective axes, so that the two wings can be folded together in the horizontal direction towards the center of the fuselage. Since the two wings are still at basically the same altitude in this folding method, the range of motion of the two wings to move closer to each other is limited, resulting in a limited reduction in the space occupied by the aircraft and a low degree of compactness. Utility Model Content

[0003] The purpose of this invention is to provide a foldable wing aircraft, which has the advantages of reasonable design, simple structure, good space reduction effect when folded, and high compactness.

[0004] The technical solution adopted by this utility model is as follows: a foldable-wing aircraft, including a base frame, a first wing, a second wing, a first actuator, and a second actuator; the first wing and the second wing are respectively located on the left and right sides of the base frame, the first wing is rotatably connected to the base frame and can move up and down relative to the base frame, and the second wing is rotatably connected to the base frame and its height position relative to the base frame remains unchanged; one end of the first actuator is universally hinged to the base frame, and the other end of the first actuator is universally hinged to the first wing, the first actuator driving the first wing to rotate and move up and down through extension and retraction. One end of the second actuator is rotatably connected to the base frame, and the other end is rotatably connected to the second wing. The second actuator drives the second wing to rotate through a telescopic movement. The first and second wings can switch between a folded state and an unfolded state through movement. In the folded state, the first and second wings rotate closer to each other, with the first wing lower than the second wing, and their vertical projections overlap. In the unfolded state, the first and second wings rotate further apart, with their heights aligned. The first and second actuators can be electric cylinders, hydraulic cylinders, or external rotating motors.

[0005] The working principle of this utility model is as follows: During folding, the aircraft is stationary or moving along the ground. The first actuator rotates the first wing, and the second actuator rotates the second wing. As the first and second wings gradually move closer to the center of the base, their wind-receiving area gradually decreases, reducing the lift force exerted on them by the airflow. The first wing descends under its own weight and the combined effect of the first actuator, creating a height difference between the first and second wings. This allows for a greater range of motion for the first and second wings to rotate closer together, resulting in a vertically overlapping arrangement that further reduces the aircraft's footprint and increases its compactness. During unfolding, the aircraft moves along the ground. The first wing is driven to rotate by the first actuator, and the second wing is driven to rotate by the second actuator. As the first and second wings rotate further away from the center of the base, their wind-receiving area gradually increases, increasing the lift force exerted on them by the airflow. During rotation, the first wing is lifted upwards by the airflow until it is level with the second wing.

[0006] Furthermore, in the aforementioned foldable-wing aircraft, a first column and a second column are arranged side-by-side on the base frame, both of which are cylindrical. The first wing is rotatably connected to the first column and can slide up and down along the first column, with the rotation axis and sliding direction of the first wing both along the length of the first column. The second wing is rotatably connected to the second column, with the rotation axis of the second wing along the length of the second column. The first column guides the first wing, and the second column guides the second wing, improving the stability of the first and second wings during operation. In practical use, the first and second columns can be arranged vertically or tilted backward at a certain angle to the horizontal plane.

[0007] Furthermore, in the aforementioned foldable-wing aircraft, the first column is provided with a first upper limit protrusion and a first lower limit protrusion along its length, which together restrict the range of motion of the first wing; the second column is provided with a second upper limit protrusion and a second lower limit protrusion along its length, which together clamp and position the second wing. The first upper limit protrusion and the first lower limit protrusion prevent the first wing from detaching from the first column, while the second upper limit protrusion and the second lower limit protrusion ensure that the height position of the second wing relative to the base frame remains unchanged, thereby improving the stability of the first and second wings.

[0008] Furthermore, in the aforementioned foldable-wing aircraft, the first wing includes a first wing body and a first support frame. Both the first wing body and the first support frame are rotatably mounted on the first column and can slide up and down along the first column. The first support frame is fixedly connected to the first wing body, and the connection point between the first support frame and the first column is located between a first upper limit protrusion and a first lower limit protrusion. The second wing includes a second wing body and a second support frame. Both the second wing body and the second support frame are rotatably mounted on the second column. The second support frame is fixedly connected to the second wing body, and the connection point between the second support frame and the second column is clamped and positioned by a second upper limit protrusion and a second lower limit protrusion. One end of the first actuator is universally hinged to the first support frame, and one end of the second actuator is rotatably connected to the second support frame. This design provides two connection points between the first wing and the first column, and two connection points between the second wing and the second column, improving the stability of the first and second wings and making their movements smoother and more stable. In addition, the first support and the first wing body together form a triangular structure, and the second support and the second wing body together form a triangular structure, which transforms the breaking force on the first wing body and the second wing body into a tensile force, making the first wing body and the second wing body less prone to breakage and improving the structural strength of the first wing and the second wing.

[0009] Furthermore, in the aforementioned folding-wing aircraft, the first column has a first supporting protrusion on its circumferential surface, and the second column has a second supporting protrusion on its circumferential surface; it also includes a reinforcing member, one end of which is connected to the top of the first column, and the other end of which is connected to the top of the second column; the first wing is located between the reinforcing member and the first supporting protrusion, and the second wing is located between the reinforcing member and the second supporting protrusion. By adding the reinforcing member, the structural strength of the first and second columns is enhanced, resulting in higher safety; the reinforcing member, by cooperating with the first supporting protrusion, restricts the range of motion of the first wing, and also by cooperating with the second supporting protrusion, restricts the range of motion of the second wing, preventing the first wing from detaching from the first column and the second wing from detaching from the second column, further improving safety.

[0010] Furthermore, as described above, the foldable-wing aircraft also includes a first bearing, a second bearing, a third bearing, and a fourth bearing. The first bearing is sleeved on the first column and connected to the first supporting protrusion. The second bearing is sleeved on the first column and connected to the first lower limiting protrusion. The first wing, through its lifting and lowering motion, causes the first bearing to be sandwiched between the first wing body and the first supporting protrusion, and the second bearing to be sandwiched between the first support and the first lower limiting protrusion. The third and fourth bearings are sleeved on the second column, with the third bearing sandwiched between the second wing body and the second supporting protrusion, and the fourth bearing sandwiched between the second support and the second lower limiting protrusion. By adding the first, second, third, and fourth bearings, the friction between the first wing body and the first supporting protrusion, the second wing body and the second supporting protrusion, the first support and the first lower limiting protrusion, and the second support and the second lower limiting protrusion is reduced, making the rotation of the first and second wings smoother.

[0011] Furthermore, as described above, the foldable-wing aircraft also includes a thrust device, a first adjuster, and a second adjuster. The thrust device is rotatably connected to the rear end of the base frame and provides flight power to the aircraft. One end of the first adjuster is rotatably connected to the base frame, and the other end is rotatably connected to the thrust device. The first adjuster drives the thrust device to rotate horizontally through a telescopic motion to adjust the thrust direction. One end of the second adjuster is universally hinged to the base frame, and the other end is rotatably connected to the thrust device. The second adjuster drives the thrust device to rotate in pitch through a telescopic motion to adjust the thrust direction. During flight, the first adjuster controls the aircraft's steering by driving the thrust device to swing left and right in the thrust direction, and the second adjuster controls the aircraft's pitch by driving the thrust device to swing up and down in the thrust direction, thus improving the aircraft's maneuverability. The first and second adjusters can be electric cylinders, hydraulic cylinders, or external motors, and can also be a transmission system consisting of connections or cables.

[0012] Further, in the aforementioned foldable-wing aircraft, the thrust device includes a first mounting base, a second mounting base, a motor, and a propeller; the first mounting base is rotatably connected to the base frame, and the rotation axis of the first mounting base is arranged in the vertical direction; the second mounting base is rotatably connected to the first mounting base, and the rotation axis of the second mounting base is arranged in the horizontal direction; the motor is mounted and fixed on the second mounting base, and the propeller is coaxially fixed to the output end of the motor; one end of the first regulator is rotatably connected to the first mounting base, and the first regulator drives the first mounting base to rotate through a telescopic movement; one end of the second regulator is rotatably connected to the second mounting base, and the second regulator drives the second mounting base to rotate through a telescopic movement.

[0013] Furthermore, as described above, the foldable-wing aircraft also includes a thrust device, a tail fin, a connecting seat, a third adjuster, and a fourth adjuster. The thrust device is installed at the front end of the base frame and is used to provide flight power for the aircraft. The tail fin is rotatably connected to the rear end of the base frame. The third adjuster is installed on the base frame and is a motor. A connecting seat is coaxially fixedly connected to the output end of the third adjuster. The connecting seat is rotatably connected to the tail fin. The rotation axis between the connecting seat and the tail fin is perpendicular to the rotation axis of the output end of the third adjuster. The third adjuster drives the tail fin to rotate by rotating the connecting seat. The fourth adjuster is fixed on the connecting seat and is drively connected to the tail fin. The fourth adjuster is used to drive the tail fin to rotate relative to the connecting seat. During flight, the aircraft uses a third and fourth regulator to adjust the attitude of the tail fin: when pitch control is needed, the third regulator rotates the tail fin to a horizontal position, and the fourth regulator drives the tail fin to tilt up and down to control pitch; when yaw control is needed, the third regulator rotates the tail fin to a vertical position, and the fourth regulator drives the tail fin to yaw left and right to control yaw. This allows for directional control and improves maneuverability. The third and fourth regulators can be electric cylinders, hydraulic cylinders, or external motors, and can also be a transmission system consisting of connections or cables.

[0014] Furthermore, as described above, the folding-wing aircraft also includes a first running wheel, a second running wheel, a third running wheel, landing gear, and a landing actuator. The first and second running wheels are rotatably connected to the left and right sides of the base frame, respectively. The landing gear is rotatably connected to the base frame, and the bottom end of the landing gear is rotatably connected to the third running wheel, which is located behind the first and second running wheels. The first, second, and third running wheels form a triangular arrangement in a horizontal projection. One end of the landing actuator is rotatably connected to the top of the landing gear, and the other end is rotatably connected to the base frame. The landing actuator drives the landing gear to rotate through a telescopic movement to adjust the height position of the third running wheel relative to the base frame. When the aircraft takes off, the landing actuator drives the third running wheel to rise and close to the base frame, thereby reducing the air resistance experienced by the aircraft during flight.

[0015] The advantages of this utility model are: reasonable design, simple structure, good space reduction effect when the aircraft is folded, and high compactness. Attached Figure Description

[0016] Figure 1 This is one of the three-dimensional structural diagrams of Example 1 in its unfolded state; Figure 2 This is the second three-dimensional structural diagram of Example 1 in its unfolded state; Figure 3 This is a three-dimensional structural diagram of Example 1 in its folded state; Figure 4 This is the front view of Example 1 when it is in the unfolded state; Figure 5 This is the right view of Example 1 when it is in the unfolded state; Figure 6 This is a three-dimensional structural diagram of Example 2 in its unfolded state; Figure 7 This is a top view of Example 2 in its unfolded state; Figure 8 This is the left view of Example 2 when it is in the unfolded state.

[0017] Explanation of reference numerals in the attached figures: 1-Base frame; 11-First column; 111-First upper limit protrusion; 112-First lower limit protrusion; 113-First supporting protrusion; 12-Second column; 121-Second upper limit protrusion; 122-Second lower limit protrusion; 123-Second supporting protrusion; 2-First wing; 21-First wing body; 22-First support; 3-Second wing; 31-Second wing body; 32-Second support; 4-First actuator; 5-Second actuator; 6-Reinforcing component; 7-First bearing; 8-Second bearing; 9 - Third bearing; 10- Fourth bearing; 20- Thrust device; 201- First mounting base; 202- Second mounting base; 203- Motor; 204- Propeller; 30- First regulator; 40- Second regulator; 50- First running wheel; 60- Second running wheel; 70- Third running wheel; 80- Landing gear; 90- Landing drive; 100- Tail fin; 200- Connecting seat; 300- Third regulator; 400- Fourth regulator; 500- First transmission link; 600- Second transmission link. Detailed Implementation

[0018] To provide a clearer understanding of the technical features, objectives, and effects of this utility model, the specific embodiments of this utility model will now be described in detail with reference to the accompanying drawings.

[0019] Example 1 like Figures 1 to 5A foldable-wing aircraft, as described in Embodiment 1, includes a base frame 1, a first wing 2, a second wing 3, a first actuator 4, and a second actuator 5. The first wing 2 and the second wing 3 are located on the left and right sides of the base frame 1, respectively. One end of the first wing 2 is rotatably connected to the base frame 1, allowing it to rise and fall relative to the base frame 1. One end of the second wing 3 is rotatably connected to the base frame 1, maintaining a constant height relative to the base frame 1. The first actuator 4 is a servo electric cylinder; one end of the first actuator 4 is universally hinged to the base frame 1, and a telescopic rod on the other end of the first actuator 4 is universally hinged to the first wing 2. The first actuator 4 drives the first wing 2 to rotate and rise / fall through its telescopic movement. The second actuator 5... The actuator 5 is a servo electric cylinder. One end of the second actuator 5 is universally hinged to the base frame 1, and the telescopic rod on the other end of the second actuator 5 is universally hinged to the second wing 3. The second actuator 5 drives the second wing 3 to rotate through telescopic movement. The first wing 2 and the second wing 3 switch between folded and unfolded states by moving closer or further away from each other. In the folded state: the free ends of the first wing 2 and the second wing 3 are set close to each other, the first wing 2 is lower than the second wing 3, and the projections of the first wing 2 and the second wing 3 overlap in the vertical direction. In the unfolded state: the free ends of the first wing 2 and the second wing 3 are set far apart from each other, and the heights of the first wing 2 and the second wing 3 are the same.

[0020] The working principle of this embodiment is as follows: When folding, the aircraft is stationary or moving along the ground. The first actuator 4 drives the first wing 2 to rotate and descend simultaneously, while the second actuator 5 drives the second wing 3 to rotate. As the first wing 2 and the second wing 3 gradually move closer to the center of the base frame 1, their wind-facing area gradually decreases, reducing the lifting force of the airflow on the first wing 2 and the second wing 3. The first wing 2 descends under its own weight and the combined action of the first actuator 4, creating a height difference between the first wing 2 and the second wing 3. This allows the first wing 2 and the second wing 3 to rotate at a wider angle, resulting in the first wing 2 and the second wing 3 overlapping in the vertical direction. This further reduces the space occupied by the aircraft and increases its compactness. During deployment, the aircraft travels along the ground. The first wing 2 is driven to rotate by the first actuator 4, and the second wing 3 is driven to rotate by the second actuator 5. As the first wing 2 and the second wing 3 rotate away from the center of the base frame, their wind-receiving area gradually increases, which increases the lifting force of the airflow on the first wing 2 and the second wing 3. During the rotation, the first wing 2 is lifted upward by the airflow force and becomes level with the height of the second wing 2.

[0021] like Figures 1 to 5As shown, the base frame 1 has a first column 11 and a second column 12 arranged side by side. Both the first column 11 and the second column 12 are cylinders, and they are inclined backward at a certain angle to the horizontal plane. The first wing 2 is rotatably connected to the first column 11 and can slide up and down along the first column 11. The rotation axis and sliding direction of the first wing 2 are both set along the length direction of the first column 11. The second wing 3 is rotatably connected to the second column 12, and the rotation axis of the second wing 3 is set along the length direction of the second column 12. The first column 11 is used to guide the first wing 2, and the second column 12 is used to guide the second wing 3. The inclined arrangement of the first column 11 and the second column 12 ensures that the first wing 2 and the second wing 3 have sufficient windward area when deployed, while also making the structure of the first wing 2 and the second wing 3 more compact when folded.

[0022] like Figures 1 to 5 As shown, the first column 11 is provided with a first upper limit protrusion 111 and a first lower limit protrusion 112 along its length direction. The first upper limit protrusion 111 and the first lower limit protrusion 112 work together to restrict the range of motion of the first wing 2. The second column 12 is provided with a second upper limit protrusion 121 and a second lower limit protrusion 122 along its length direction. The second upper limit protrusion 121 and the second lower limit protrusion 122 work together to clamp and position the second wing 3. The first upper limit protrusion 111 and the first lower limit protrusion 112 are used to prevent the first wing 2 from detaching from the first column 11, and the second upper limit protrusion 121 and the second lower limit protrusion 122 ensure that the height position of the second wing 3 relative to the base frame 1 remains unchanged, thereby improving the stability of the first wing 2 and the second wing 3.

[0023] like Figures 1 to 5As shown, the first wing 2 includes a first wing body 21 and a first support 22. Both the first wing body 21 and the first support 22 are rotatably mounted on the first column 11 and can slide up and down along the first column 11. The first support 22 is fixedly connected to the first wing body 21, and the part where the first support 22 is connected to the first column 11 is located between the first upper limit protrusion 111 and the first lower limit protrusion 112. The second wing 3 includes a second wing body 31 and a second support 32. Both the second wing body 31 and the second support 32 are rotatably mounted on the second column 12. The second support 32 is fixedly connected to the second wing body 31, and the part where the second support 32 is connected to the second column 12 is clamped and positioned by the second upper limit protrusion 121 and the second lower limit protrusion 122. One end of the first driver 4 is universally hinged to the first support 22, and one end of the second driver 5 is rotatably connected to the second support 32. This design creates two connection points between the first wing 2 and the first pillar 11, and two connection points between the second wing 3 and the second pillar 12, improving the stability of the first wing 2 and the second wing 3 and making their movements smoother and more stable. Furthermore, the first support 22 and the first wing body 21 together form a triangular structure, as do the second support 32 and the second wing body 31. This transforms the breaking force on the first wing body 21 and the second wing body 31 into a tensile force, making them less prone to breakage and improving the structural strength of the first wing 2 and the second wing 3.

[0024] like Figure 2 , Figure 4 and Figure 5 As shown, the first column 11 has a first supporting protrusion 113 on its circumferential surface, and the second column 12 has a second supporting protrusion 123 on its circumferential surface; it also includes a reinforcing member 6, one end of which has a first fitting groove and the other end of which has a second fitting groove. The first fitting groove of the reinforcing member 6 is nested and connected to the top end of the first column 11, and the second fitting groove of the reinforcing member 6 is nested and connected to the top end of the second column 12; the first wing 21 is located between the reinforcing member 6 and the first supporting protrusion 113, and the second wing 31 is located between the reinforcing member 6 and the second supporting protrusion 123. The addition of reinforcement 6 strengthens the structural strength of the first column 11 and the second column 12, resulting in higher safety. Reinforcement 6 restricts the range of motion of the first wing 21 by cooperating with the first supporting protrusion 113 and restricts the range of motion of the second wing 31 by cooperating with the second supporting protrusion 123, thereby preventing the first wing 21 from detaching from the first column 11 and the second wing 31 from detaching from the second column 12, further improving safety.

[0025] like Figures 1 to 5As shown, this embodiment also includes a first bearing 7, a second bearing 8, a third bearing 9, and a fourth bearing 10. The first bearing 7 is sleeved on the first column 11 and connected to the first supporting protrusion 113. The second bearing 8 is sleeved on the first column 11 and connected to the first lower limit protrusion 112. The first wing 2, through a lifting action, causes the first bearing 7 to be sandwiched between the first wing body 21 and the first supporting protrusion 113, and the second bearing 8 to be sandwiched between the first bracket 22 and the first lower limit protrusion 112. The third bearing 9 and the fourth bearing 10 are sleeved on the second column 12. The third bearing 9 is sandwiched between the second wing body 31 and the second supporting protrusion 123, and the fourth bearing 10 is sandwiched between the second bracket 32 ​​and the second lower limit protrusion 122. By adding the first bearing 7, the second bearing 8, the third bearing 9, and the fourth bearing 10, the friction between the first wing 21 and the first supporting protrusion 113, between the second wing 31 and the second supporting protrusion 123, between the first support 22 and the first lower limit protrusion 112, and between the second support 32 and the second lower limit protrusion 122 is reduced, making the rotation of the first wing 2 and the second wing 3 smoother.

[0026] like Figure 1 , Figure 2 and Figure 5 As shown, this embodiment also includes a thrust device 20, a first adjuster 30, and a second adjuster 40. The thrust device 20 is rotatably connected to the rear end of the base frame 1 and is used to provide flight power for the aircraft. The first adjuster 30 is a servo electric cylinder. One end of the first adjuster 30 is rotatably connected to the base frame 1, and the telescopic rod on the other end of the first adjuster 30 is rotatably connected to the thrust device 20. The first adjuster 30 drives the thrust device 20 to rotate horizontally through telescopic movement to adjust the thrust direction. The second adjuster 40 is a servo electric cylinder. One end of the second adjuster 40 is universally hinged to the base frame 1, and the telescopic rod on the other end of the second adjuster 40 is rotatably connected to the thrust device 20. The second adjuster 40 drives the thrust device 20 to tilt and rotate through telescopic movement to adjust the thrust direction. When the aircraft is in flight, the first regulator 30 controls the aircraft's steering by swinging the thrust direction of the thrust device 20 left and right, and the second regulator 40 controls the aircraft's pitch by swinging the thrust direction seat of the thrust device 20 up and down, thereby improving the aircraft's maneuverability.

[0027] like Figure 1 , Figure 2 and Figure 5As shown, the thrust device 20 includes a first mounting base 201, a second mounting base 202, a motor 203, and a propeller 204. The first mounting base 201 is rotatably connected to the base frame 1, and the rotation axis of the first mounting base 201 is set in the vertical direction. The second mounting base 202 is rotatably connected to the first mounting base 201, and the rotation axis of the second mounting base 202 is set in the horizontal direction. The motor 203 is mounted and fixed on the second mounting base 202, and the propeller 204 is coaxially fixed on the output end of the motor 203. The telescopic rod of the first regulator 30 is rotatably connected to the first mounting base 201, and the first regulator 30 drives the first mounting base 201 to rotate through telescopic movement. The telescopic rod of the second regulator 40 is rotatably connected to the second mounting base 202, and the second regulator 40 drives the second mounting base 202 to rotate through telescopic movement.

[0028] like Figures 1 to 5 As shown, this embodiment also includes a first traveling wheel 50, a second traveling wheel 60, a third traveling wheel 70, a landing gear 80, and a landing actuator 90. The first traveling wheel 50 and the second traveling wheel 60 are rotatably connected to the left and right sides of the base frame 1, respectively. The landing gear 80 is rotatably connected to the base frame 1, and the bottom end of the landing gear 80 is rotatably connected to the third traveling wheel 70. The third traveling wheel 70 is located behind the first traveling wheel 50 and the second traveling wheel 60. The first traveling wheel 50, the second traveling wheel 60, and the third traveling wheel 70 form a triangular layout in the horizontal projection. The first traveling wheel 50, the second traveling wheel 60, and the third traveling wheel 70 are each equipped with a hub motor to drive their own rotation. One end of the landing actuator 90 is rotatably connected to the top end of the landing gear 80, and the other end of the landing actuator 90 is rotatably connected to the base frame 1. The landing actuator 90 drives the landing gear 80 to rotate through a telescopic movement to adjust the height position of the third traveling wheel 70 relative to the base frame 1. After the aircraft takes off, the landing gear actuator 90 drives the third running wheel 70 to rise and come close to the base frame 1, thereby reducing the air resistance experienced by the aircraft during flight. When the aircraft is on the ground, the first running wheel 50, the second running wheel 60, and the third running wheel 70 provide the aircraft with the power to move, allowing the aircraft to be folded and used as a car.

[0029] Example 2 like Figures 6 to 8This is a folding-wing aircraft according to Embodiment 2. Embodiment 2 differs from Embodiment 1 in that: Embodiment 2 includes a thrust device 20, a tail fin 100, a connecting seat 200, a third adjuster 300, a fourth adjuster 400, a first transmission link 500, and a second transmission link 600. This embodiment does not include the first and second adjusters. The thrust device 20 in this embodiment does not include the first mounting seat; the second mounting seat of the thrust device 20 is fixedly mounted on the front end of the base frame 1. The thrust device 20 provides flight power to the aircraft. The tail fin 100 is rotatably connected to the rear end of the base frame 1. The third adjuster 300 is mounted on the base frame 1 and is a motor. The connecting seat 200 is coaxially and fixedly connected to the output end of the third adjuster 300. The tail wing 100 is rotatably connected, and the axis of rotation between the connecting seat 200 and the tail wing 100 is perpendicular to the axis of rotation of the output end of the third adjuster 300. The third adjuster 300 drives the tail wing 100 to rotate by rotating the connecting seat 200. The fourth adjuster 400 is fixed on the connecting seat 200. The fourth adjuster 400 is a motor. The output end of the fourth adjuster 400 is rotatably connected to one end of the first transmission link 500. The other end of the first transmission link 500 is rotatably connected to one end of the second transmission link 600. The other end of the second transmission link 600 is rotatably connected to the tail wing 100, thereby realizing the transmission connection between the fourth adjuster 400 and the tail wing 100. The fourth adjuster 400 is used to drive the tail wing 100 to rotate relative to the connecting seat 200. During flight, the aircraft adjusts the attitude of the tail fin 100 via the third regulator 300 and the fourth regulator 400: when pitch control is required, the third regulator 300 rotates the tail fin 100 to make it horizontal, and the fourth regulator 400 drives the tail fin 100 to tilt up and down to control the pitch; when yaw control is required, the third regulator 300 rotates the tail fin 100 to make it vertical, and the fourth regulator 400 drives the tail fin 100 to yaw left and right to control the yaw; thus, the aircraft's flight direction is controlled, improving its maneuverability.

[0030] The above description is merely a preferred embodiment of this utility model and is not intended to limit the scope of this utility model. For those skilled in the art, this utility model can have various modifications, combinations, and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the scope of the claims of this utility model.

Claims

1. A folding-wing aircraft, characterized in that: It includes a base frame, a first wing, a second wing, a first actuator, and a second actuator; the first wing and the second wing are located on the left and right sides of the base frame, respectively. The first wing is rotatably connected to the base frame and can move up and down relative to the base frame. The second wing is rotatably connected to the base frame and its height relative to the base frame remains unchanged; one end of the first actuator is universally hinged to the base frame, and the other end of the first actuator is universally hinged to the first wing. The first actuator drives the first wing to rotate and move up and down through extension and retraction. One end of the second actuator is rotatably connected to the base frame, and the other end of the second actuator is rotatably connected to the second wing. The second actuator drives the second wing to rotate through a telescopic movement. The first wing and the second wing switch between a folded state and an unfolded state by moving closer to or further away from each other. In the folded state, the first wing and the second wing are positioned close to each other, with the first wing being lower than the second wing, and the projections of the first wing and the second wing in the vertical direction overlap. In the unfolded state, the first wing and the second wing are positioned far apart from each other, and the heights of the first wing and the second wing are the same.

2. A folding-wing aircraft as described in claim 1, characterized in that: The base frame is provided with a first column and a second column arranged side by side, both of which are cylindrical; the first wing is rotatably connected to the first column and can slide up and down along the first column, with the rotation axis and sliding direction of the first wing set along the length direction of the first column; the second wing is rotatably connected to the second column, with the rotation axis of the second wing set along the length direction of the second column.

3. A folding-wing aircraft as described in claim 2, characterized in that: The first column is provided with a first upper limit protrusion and a first lower limit protrusion along its length direction. The first upper limit protrusion and the first lower limit protrusion work together to restrict the range of motion of the first wing. The second column is provided with a second upper limit protrusion and a second lower limit protrusion along its length direction. The second upper limit protrusion and the second lower limit protrusion work together to clamp and position the second wing.

4. A folding-wing aircraft as described in claim 3, characterized in that: The first wing includes a first wing body and a first support. Both the first wing body and the first support are rotatably mounted on the first column and can slide up and down along the first column. The first support is fixedly connected to the first wing body, and the part where the first support connects to the first column is located between a first upper limit protrusion and a first lower limit protrusion. The second wing includes a second wing body and a second support. Both the second wing body and the second support are rotatably mounted on the second column. The second support is fixedly connected to the second wing body, and the part where the second support connects to the second column is clamped and positioned by a second upper limit protrusion and a second lower limit protrusion. One end of the first actuator is universally hinged to the first support, and one end of the second actuator is rotatably connected to the second support.

5. A folding-wing aircraft as described in claim 4, characterized in that: The first column has a first supporting protrusion on its circumferential surface, and the second column has a second supporting protrusion on its circumferential surface; it also includes a reinforcing member, one end of which is connected to the top of the first column, and the other end of which is connected to the top of the second column; the first wing is located between the reinforcing member and the first supporting protrusion, and the second wing is located between the reinforcing member and the second supporting protrusion.

6. A folding-wing aircraft as described in claim 5, characterized in that: It also includes a first bearing, a second bearing, a third bearing, and a fourth bearing. The first bearing is sleeved on the first column and connected to the first supporting protrusion. The second bearing is sleeved on the first column and connected to the first lower limit protrusion. The first wing, through a lifting action, causes the first bearing to be sandwiched between the first wing body and the first supporting protrusion, and the second bearing to be sandwiched between the first bracket and the first lower limit protrusion. The third bearing and the fourth bearing are sleeved on the second column. The third bearing is sandwiched between the second wing body and the second supporting protrusion, and the fourth bearing is sandwiched between the second bracket and the second lower limit protrusion.

7. A folding-wing aircraft as described in claim 1, characterized in that: It also includes a thrust device, a first regulator, and a second regulator. The thrust device is rotatably connected to the rear end of the base frame and is used to provide flight power for the aircraft. One end of the first regulator is rotatably connected to the base frame, and the other end of the first regulator is rotatably connected to the thrust device. The first regulator drives the thrust device to rotate horizontally through a telescopic movement to adjust the thrust direction. One end of the second regulator is universally hinged to the base frame, and the other end of the second regulator is rotatably connected to the thrust device. The second regulator drives the thrust device to rotate pitch through a telescopic movement to adjust the thrust direction.

8. A folding-wing aircraft as described in claim 7, characterized in that: The thrust device includes a first mounting base, a second mounting base, a motor, and a propeller; the first mounting base is rotatably connected to the base frame, and the rotation axis of the first mounting base is set in the vertical direction; the second mounting base is rotatably connected to the first mounting base, and the rotation axis of the second mounting base is set in the horizontal direction; the motor is mounted and fixed on the second mounting base, and the propeller is coaxially fixed to the output end of the motor; one end of the first regulator is rotatably connected to the first mounting base, and the first regulator drives the first mounting base to rotate through a telescopic movement; one end of the second regulator is rotatably connected to the second mounting base, and the second regulator drives the second mounting base to rotate through a telescopic movement.

9. A folding-wing aircraft as described in claim 1, characterized in that: It also includes a thrust unit, a tail fin, a connecting seat, a third adjuster, and a fourth adjuster. The thrust unit is installed at the front end of the base frame and is used to provide flight power for the aircraft. The tail fin is rotatably connected to the rear end of the base frame. The third adjuster is mounted on the base frame and is a motor. A connecting seat is coaxially fixedly connected to the output end of the third adjuster. The connecting seat is rotatably connected to the tail fin. The rotation axis between the connecting seat and the tail fin is perpendicular to the rotation axis of the output end of the third adjuster. The third adjuster drives the tail fin to rotate by rotating the connecting seat. The fourth adjuster is fixed on the connecting seat and is driven by the tail fin. The fourth adjuster is used to drive the tail fin to rotate relative to the connecting seat.

10. A folding-wing aircraft as described in claim 1, characterized in that: It also includes a first traveling wheel, a second traveling wheel, a third traveling wheel, a landing gear, and a landing drive; the first traveling wheel and the second traveling wheel are rotatably connected to the left and right sides of the base frame, respectively; the landing gear is rotatably connected to the base frame, and the bottom end of the landing gear is rotatably connected to the third traveling wheel, which is located behind the first traveling wheel and the second traveling wheel. The first traveling wheel, the second traveling wheel, and the third traveling wheel form a triangular layout in the horizontal projection. One end of the landing gear actuator is rotatably connected to the top of the landing gear, and the other end of the landing gear actuator is rotatably connected to the base frame. The landing gear actuator drives the landing gear to rotate through telescopic movement to adjust the height position of the third travel wheel relative to the base frame.

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