Flapping wing aircraft

Abstract

The invention relates to an ornithopter, which comprises: a fuselage base; the wings are symmetrically arranged on two opposite sides above the plate surface of the fuselage base 1; the at least two groups of connecting assemblies are arranged on the fuselage base and are connected with the fuselage base and the wings; the first driving assemblies are arranged on the fuselage base and drive the wings to rotate around the axis parallel to the first direction; the second driving assemblies are arranged on the fuselage base and drive the wings to swing around the axis parallel to the second direction; the control assembly is arranged on the machine body base and electrically connected with the first driving assembly and the second driving assembly. According to the ornithopter, vertical flapping and inclined rotation relative to the horizontal plane of the wings are controlled through the first driving assembly and the second driving assembly respectively, air resistance borne by the wings during vertical flapping is changed, and therefore lift force, forward force and / or steering force are provided for the ornithopter; therefore, the flapping-wing air vehicle realizes flexible turning motion.

Description

Technical Field

[0001] The present invention relates to the technical field of unmanned aerial vehicles (UAVs), in particular to a flapping-wing aircraft. Background Art

[0002] With the continuous advancement of science and technology, drones are increasingly being used in both military and civilian applications. Existing drones primarily fall into two categories: rotary-wing drones and flapping-wing drones. Rotary-wing drones, due to their high rotational frequency, suffer from drawbacks such as high noise levels, potential for user injury, and poor safety. Flapping-wing drones, which address these shortcomings, are increasingly popular. However, existing flapping-wing drones suffer from poor turning performance, making them incapable of meeting the requirements of missions requiring rapid and flexible turns, limiting their application. Summary of the Invention

[0003] Based on this, an object of the present invention is to provide a flapping-wing aircraft.

[0004] A flapping-wing aircraft comprises: a fuselage base; at least one pair of wings symmetrically arranged on opposite sides above a panel surface of the fuselage base, extending toward the outside of the fuselage base along an axis parallel to a first direction, wherein the first direction is parallel to the panel surface of the fuselage base; at least two groups of connecting components arranged on the fuselage base, each group of connecting components being used to connect each wing to the fuselage base; at least two groups of first drive components arranged on the fuselage base, being used to drive each wing to rotate around an axis parallel to the first direction; at least two groups of second drive components arranged on the fuselage base, being used to drive each wing to swing around an axis parallel to a second direction, wherein the second direction is perpendicular to the first direction and parallel to the panel surface of the fuselage base; a control component arranged on the fuselage base, being electrically connected to the first drive component and the second drive component respectively.

[0005] The flapping-wing aircraft described in the present invention controls the up and down flapping and tilting rotation of the wings relative to the horizontal plane through the first drive assembly and the second drive assembly, respectively, to change the air resistance encountered by the wings when flapping up and down, thereby providing lift, forward force and / or steering force to the flapping-wing aircraft, enabling the flapping-wing aircraft to achieve flexible turning movements.

[0006] Furthermore, the connecting assembly includes two hinge seats, a bearing seat, a connecting fork and a connecting shaft; the two hinge seats are arranged on the fuselage base at intervals along the second direction; the bearing seat is arranged on the plate surface of the wing facing the fuselage base; the connecting fork includes a connecting rod portion and a fork portion, the connecting rod portion extends along the first direction and passes through the bearing seat; the fork portion is connected to one end of the connecting rod portion away from the bearing seat, and is provided with two ends extending along the first direction; the connecting shaft extends along the second direction and passes through the two ends of the fork portion and the two hinge seats in sequence; the second drive assembly is connected to one side of the fork portion.

[0007] Through the above technical solution, the wing is hingedly connected to the fuselage base through the connecting fork through the cooperation between the connecting rod part and the bearing seat, and the cooperation between the fork part, the hinge seat and the connecting shaft.

[0008] Furthermore, the number of the bearing seats is more than two, and the bearing seats are arranged at intervals along the first direction on the plate surface of the wing facing the fuselage base.

[0009] The above technical solution makes the connection between the connecting rod and the wing more stable.

[0010] Furthermore, the first drive assembly includes a first drive motor and a first connecting member; the connecting assembly also includes a sleeve seat; the sleeve seat is arranged on the plate surface of the wing facing the fuselage base side, is spaced apart from the connecting rod portion along the first direction and is located on the side of the connecting rod portion away from the fork portion; the sleeve seat is provided with a through hole with an axis parallel to the first direction; the first drive motor is arranged on the fuselage base, and its output shaft extends along the first direction; the first connecting member includes a first transmission shaft, a coupling and a second transmission shaft; one end of the first transmission shaft is connected to the output shaft of the first drive motor, and the other end is connected to the coupling; one end of the second transmission shaft is connected to the coupling, and the other end passes through the fork portion and the connecting rod portion in sequence, and extends into the through hole, transitionally fitting with the sleeve seat.

[0011] Through the above technical solution, the first drive motor drives the first transmission shaft to rotate around an axis parallel to the first direction, and the rotational torque is transmitted to the second connecting shaft through the coupling. Then the second connecting shaft transmits the torque to the wing, driving the wing to tilt and rotate relative to the horizontal plane.

[0012] Furthermore, projected along the third direction, one of the shaft pins on the coupling and the connecting shaft are located on the same axis.

[0013] Through the above technical solution, no matter to which angle the wing rotates around the connecting axis relative to the fuselage base, it will not affect the first drive motor driving the wing to rotate around the axis, that is, the up and down flapping of the wing can be independent of the rotation of the wing relative to the horizontal plane.

[0014] Furthermore, the connecting assembly also includes a polygonal cylinder, and the through hole is a polygonal hole matching the polygonal cylinder; the polygonal cylinder is inserted into the through hole and transitionally matched with the through hole; the end of the second transmission shaft away from the coupling passes through the fork portion and the connecting rod portion in sequence, and is inserted into the polygonal cylinder, and fixedly connected to the polygonal cylinder.

[0015] With the above technical solution, the non-circular fit between the polygonal cylinder and the sleeve seat increases the friction between the polygonal cylinder and the sleeve seat, thereby reducing the torque loss during the process of the second transmission shaft transmitting torque to the wing.

[0016] Furthermore, projected along the third direction, the connecting rod portion and the second transmission shaft are coaxial; the forked portion includes a first connecting rod and two second connecting rods, the two second connecting rods are symmetrically connected to the two ends of the first connecting rod about the connecting rod portion, and the two second connecting rods are respectively hinged to two hinge seats.

[0017] Through the above technical solution, the force transmission between the wing and the fuselage base is balanced, which makes it convenient to control the movement state of the fuselage base by changing the resistance of the wing.

[0018] Furthermore, projected along the first direction, the cross-sections of the polygonal column and the through hole are regular hexagons.

[0019] Through the above technical solution, the regular hexagon maximizes the friction between the polygonal column and the through hole while ensuring that the polygonal column can rotate relative to the through hole.

[0020] Furthermore, the second drive assembly includes a second drive motor and a second connecting member; the second drive motor is arranged on the fuselage base, and its output shaft extends along the second direction; the second connecting member includes a crank rod, a connecting rod and a rocker; the crank rod extends along the second direction, one end of which is connected to the output shaft of the second drive motor, and the other end is connected to the connecting rod; the connecting rod extends along the first direction, and its end away from the crank rod is connected to the rocker; the rocker extends along the second direction, and its end away from the connecting rod is connected to the fork.

[0021] Through the above technical solution, the second drive motor drives the crank rod to rotate around an axis parallel to the second direction, and then transmits torque to the connecting fork through the rocker mechanism composed of the crank rod, connecting rod and rocker, driving the connecting fork to swing up and down around the axis extending along the second direction, thereby driving the wing to flap up and down.

[0022] Furthermore, the control component includes a flight attitude sensor and a processor; the control component includes a flight attitude sensor and a processor; the flight attitude sensor is used to measure the flight attitude, speed or displacement of the flapping-wing aircraft; the processor is electrically connected to the flight attitude sensor, the first drive component and the second drive component respectively, and is used to receive measurement information from the flight attitude sensor and control the operation of the first drive component and the second drive component.

[0023] For better understanding and implementation, the present invention is described in detail below with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 A schematic diagram of the spatial structure of the flapping-wing aircraft provided by the present invention;

[0025] Figure 2 for Figure 1 Enlarged view of point A in the middle;

[0026] Figure 3 An enlarged top view of a portion of the flapping-wing aircraft provided by the present invention;

[0027] Figure 4 A schematic diagram of the spatial structure of the second drive assembly provided by the present invention;

[0028] Figure 5 A schematic diagram of the spatial structure of the wing provided by the present invention in one viewing direction;

[0029] Figure 6 A schematic diagram of the spatial structure of the wing provided by the present invention from another viewing angle;

[0030] Figure 7 A schematic diagram of the spatial structure of the hinge base and the fuselage base provided by the present invention;

[0031] Figure 8 A schematic diagram of the spatial structure of the connecting fork provided by the present invention;

[0032] Figure 9 A schematic diagram of the spatial structure of the sleeve seat provided by the present invention;

[0033] Figure 10 This is an exploded view of the structure of the bearing seat provided by the present invention. DETAILED DESCRIPTION

[0034] The applicant conducted research and analysis on existing flapping-wing drones and found that the reasons for the poor turning performance and body flexibility of existing flapping-wing drones are: the existing flapping-wing drones are developed based on the flight mode of birds. Flapping-wing drones are equipped with two flapping wings and a tail wing. The flapping wings swing up and down to provide lift to the drone, and the tail wing swings to guide the flight direction of the drone. However, due to the size of the tail wing, the aerodynamic torque generated by the tail wing swing is limited, resulting in a large turning radius of the drone, slow turning speed, and poor overall turning performance.

[0035] Based on this, the applicant proposed a flapping-wing aircraft, in which at least a pair of wings are symmetrically arranged on both sides of the fuselage base, and each wing is connected to a first drive assembly and a second drive assembly respectively. The second drive assembly drives the wings to flap up and down to provide lift to the flapping-wing aircraft, and the first drive assembly drives the wings to rotate. When the wings flap down, the angle between the wing surface and the horizontal plane is changed, so that the air resistance experienced by the two wings is different, thereby generating a deflection force to the flapping-wing aircraft, allowing the flapping-wing aircraft to turn flexibly.

[0036] Please refer to Figures 1 to 10 , Figure 1 A schematic diagram of the spatial structure of the flapping-wing aircraft provided by the present invention; Figure 2 for Figure 1 Enlarged view of point A in the middle; Figure 3 An enlarged top view of a portion of the flapping-wing aircraft provided by the present invention; Figure 4 A schematic diagram of the spatial structure of the second drive assembly provided by the present invention; Figure 5 A schematic diagram of the spatial structure of the wing provided by the present invention in one viewing direction; Figure 6 A schematic diagram of the spatial structure of the wing provided by the present invention from another viewing angle; Figure 7 A schematic diagram of the spatial structure of the hinge base and the fuselage base provided by the present invention; Figure 8 A schematic diagram of the spatial structure of the connecting fork provided by the present invention; Figure 9 A schematic diagram of the spatial structure of the sleeve seat provided by the present invention; Figure 10 This is an exploded view of the structure of the bearing seat provided by the present invention.

[0037] The present application provides a flapping-wing aircraft, comprising a fuselage base 1, wings 2, a connecting assembly 3, a first drive assembly 4, a second drive assembly 5, a control assembly 6, and a housing (not shown). The fuselage base 1 is a panel made of a lightweight rigid material, such as a carbon fiber composite or a glass fiber composite, and is used to support various components. The wings 2 are at least a pair, and the pair of wings 2 are symmetrically arranged on opposite sides above a side panel of the fuselage base 1. When the flapping-wing aircraft is stationary, the wings 2 extend in a straight line, and the extension direction of the wings 2 is parallel to the panel of the fuselage base 1. The wings 2 are panel structures, and their wing surfaces are parallel to the panel of the fuselage base 1. The connecting assembly 3, the first drive assembly 4, and the second drive assembly 5 are all arranged on the same side panel of the fuselage base 1, and their number corresponds to that of the wings 2. Each wing 2 is connected to the connecting assembly 3, the first drive assembly 4, and the second drive assembly 5, respectively. Each connecting assembly 3 is connected between the wing 2 and the fuselage base 1. Each first drive assembly 4 and each second drive assembly 5 is connected to each wing 2, respectively, to drive the wing 2 to flap and / or rotate, thereby enabling the flapping-wing aircraft to obtain lift, steering force, and / or propulsion force, thereby causing the flapping-wing aircraft to rise and move. In this embodiment, there are two pairs of wings 2, and the two pairs of wings 2 are arranged a certain distance apart along the second direction. Each pair of wings 2 can independently provide lift, steering force, and / or propulsion force to the flapping-wing aircraft, thereby enabling the flapping-wing aircraft to achieve more complex flight attitude transitions, such as flying upward or downward.

[0038] Specifically, the extension direction of the wing 2 is the first direction, the direction perpendicular to the extension direction of the wing 2 and parallel to the board surface of the fuselage base 1 is the second direction, and the direction perpendicular to the board surface of the fuselage base 1 is the third direction.

[0039] Each group of connecting components 3 includes a hinge seat 31, a bearing seat 32, a connecting fork 33, a connecting shaft 34 and a sleeve seat 35. Specifically, the number of the hinge seats 31 is two, and the two hinge seats 31 are fixedly mounted on the plate surface on the upper side of the fuselage base 1, and are arranged at a certain distance along the second direction. The hinge seat 31 is provided with a first axial hole 311 at one end away from the plate surface of the fuselage base 1, and its axis is parallel to the second direction. The number of the bearing seats 32 is more than two, and the bearing seats 32 are fixedly mounted on the plate surface of the wing 2 facing the fuselage base 1, and are arranged at a certain distance along the first direction. The bearing seat 32 is provided with a second axial hole 321 at one end away from the plate surface of the wing 2, and its axis is parallel to the first direction. In this embodiment, the number of the bearing seats 32 is two. The sleeve seat 35 is fixedly mounted on the panel surface of the wing 2 on the side facing the fuselage base 1. It is spaced a certain distance from the bearing seat 32 along the first direction and is located at the end away from the hinge seat 31. A through hole 351 is defined in the sleeve seat 35 and is coaxial with the second axial hole 321. The connecting fork 33 includes a connecting rod portion 331 and a forked portion 332. The connecting rod portion 331 passes through the two second axial holes 321 in sequence and is loosely fitted with the second axial holes 321, thereby connecting the connecting fork 33 to the wing 2. Along the first direction, the forked portion 332 is located at the end of the connecting rod portion 331 that is closer to the fuselage base 1. The end of the connecting rod portion 331 that is away from the forked portion 332 is spaced a certain distance from the sleeve seat 35. The forked portion 332 includes a first connecting rod 3321 and two second connecting rods 3322. Projected along the first direction, the first connecting rod 3321 extends along the second direction. The connecting rod portion 331 is fixedly connected to the middle portion of the first connecting rod 3321. One end of each of the two second connecting rods 3322 is fixedly connected to the ends of the first connecting rod 3321 and extends along the first direction toward the middle portion of the fuselage base 1, forming a U-shaped structure. A third shaft hole 33221 is defined at one end of each of the two second connecting rods 3322, which is away from the first connecting rod 3321. The third shaft hole 33221 is connected to the first shaft hole 311. There are two connecting shafts 34, and the two connecting shafts 34 extend along the second direction. Each connecting shaft 34 passes through the first shaft hole 311 and the third shaft hole 33221 in sequence, and is clearance-matched with the first shaft hole 311 and the third shaft hole 33221, so as to realize the hinge connection between the connecting fork 33 and the hinge seat 31, so as to connect the connecting fork 33 and the fuselage base 1, thereby connecting the fuselage base 1 and the wing 2 together, and the wing 2 can rotate relative to the fuselage base 1 around an axis parallel to the second direction with the connecting fork 33.

[0040] Each first drive assembly 4 includes a first drive motor 41 and a first connector 42, which are used to drive the wing 2 to rotate about an axis parallel to the first direction. The first drive motor 41 is disposed on the fuselage base 1, and its output shaft extends along the first direction. The first connector 42 includes a first transmission shaft 421, a coupling 422, and a second transmission shaft 423. Specifically, the coupling 422 includes two fork joints 4221 and a cross shaft 4222. The fork joint 4221 has a U-shaped structure. The cross shaft 4222 is provided with a first axle pin 4223 extending toward opposite sides along the second direction, and a second axle pin 4224 extending toward opposite sides along the third direction. The first axle pin 4223 passes through the two ends of one fork joint 4221, and the second axle pin 4224 passes through the two ends of the other fork joint 4221. Along the first direction, one fork joint 4221 is closer to the wing 2, while the other fork joint 4221 is farther away from the wing 2. The cross shaft 4222 is located between the two fork joints 4221. One end of the first transmission shaft 421 is connected to the output shaft of the first drive motor 41, and the other end is connected to the fork joint 4221 farther away from the wing 2. One end of the second transmission shaft 423 is connected to the fork joint 4221 closer to the wing 2, and the other end passes through the first connecting rod 3321 and the connecting rod portion 331 in sequence, with a clearance fit between them. The end of the second transmission shaft 423 is inserted into the through hole 351 of the sleeve seat 35, and has a transition fit with the through hole 351. The first drive motor 41 drives the first transmission shaft 421 to rotate about an axis parallel to the first direction, transmitting torque through the coupling 422, thereby driving the second transmission shaft 423 to rotate relative to the first connecting rod 3321, the connecting rod portion 331, and the sleeve seat 35. This, in turn, transmits torque to the sleeve seat 35, driving the wing 2 to rotate about an axis parallel to the first direction. Furthermore, other coupling structures known in the art may be employed, as long as they can achieve torque transmission between the first transmission shaft 421 and the second transmission shaft 423. Since the transmission principle of the coupling is known in the art, it will not be further described here.

[0041] Furthermore, projected along the third direction, the first axle pin 4223 is coaxial with the connecting shaft 34, that is, the axis turning point of the coupling 422 is coaxial with the connecting shaft 34, so that no matter to which angle the wing 2 rotates around the connecting shaft 34 relative to the fuselage base 1, it will not affect the first drive motor 41 driving the wing 2 to rotate around the axis, that is, the up and down flapping of the wing 2 can be independent of the rotation of the wing 2 relative to the horizontal plane.

[0042] Furthermore, the connection assembly 3 further includes a polygonal column 36, and the through-hole 351 is a polygonal hole that matches the polygonal column 36. The polygonal column 36 extends along the first direction and is inserted into the through-hole 351, with a clearance fit therewith. The end of the second transmission shaft 423, distal from the coupling 422, sequentially passes through the bifurcated portion 332 and the connecting rod portion 311, and is inserted into the polygonal column 36, where it is fixedly connected thereto. The polygonal column 36 forms a non-circular fit with the through-hole 351, increasing friction between the through-hole 351 and the through-hole 351, thereby reducing torque loss during the transmission of torque from the second transmission shaft 423 to the wing 2. In this embodiment, the cross-sections of the through-hole 351 and the polygonal column 36, projected along the first direction, are regular hexagons. In other embodiments, the cross-sections of the polygonal column 36 and the through-hole 351 may also be shaped to increase friction between the polygonal column 36 and the inner wall of the through-hole 351, without limitation.

[0043] Each second drive assembly 5 includes a second drive motor 51 and a second connecting member 52, configured to drive the wing 2 to rotate about the connecting shaft 34. The second drive motor 51 is mounted on the fuselage base 1, with its output shaft extending in the second direction. The second connecting member 52 includes a crank rod 521, a connecting rod 522, and a rocker 523. The crank rod 521 extends in the second direction, with one end connected to the output shaft of the second drive motor 51 and the other end connected to one end of the connecting rod 522. The connecting rod 522 extends in the first direction, with its end away from the crank rod 521 connected to the rocker 523. The rocker 523 extends in the second direction, with its end away from the connecting rod 522 connected to one end of the first connecting rod 3321. The crank rod 521, connecting rod 522, and rocker 523 form a crank-rocker structure known in the art, enabling the second drive motor 51 to drive the connecting fork 33 to rotate about the connecting shaft 33, thereby causing the wing 2 to swing up and down.

[0044] The control assembly 6 is mounted on the fuselage base 1 and includes a flight attitude sensor, a processor, and a wireless signal transceiver. The flight attitude sensor is an IMU inertial sensor commonly used in the prior art, and is used to measure information such as the flight attitude, velocity, and displacement of the flapping-wing aircraft. The wireless signal transceiver is configured for bidirectional communication with a user device. The processor is electrically connected to the flight attitude sensor, the wireless signal transceiver, the first drive motor 41, and the second drive motor 51. The processor receives and processes the measurement information from the flight attitude sensor and then feeds back the converted flight attitude, velocity, and displacement information to the user via the wireless signal transceiver. The user inputs control information into the processor via the wireless signal transceiver. The processor controls the operation of the first drive motor 41 and / or the second drive motor 51 based on the user input, causing the wing 2 to flap up and down and / or rotate about the output shaft of the first drive motor 41.

[0045] The outer shell is covered on top of the fuselage base 1 to enclose the connection component 3, the first drive component 4, the second drive component 5 and the control component 6 therein, and form the outer shape of the flapping-wing aircraft.

[0046] The flapping-wing aircraft provided by the present invention achieves take-off by operating principles as follows:

[0047] Under the control of the processor, when the flapping-wing aircraft is stationary, the extension direction of the first connecting rod 3321 is parallel to the wing surface of the wing 2. When the second drive motor 51 drives the connecting fork 33 to cause the wing 2 to swing upward, the first drive motor 41 drives the wing 2 to rotate until the extension direction of the first connecting rod 3321 is perpendicular to the wing surface of the wing 2, that is, the wing surface of the wing 2 is perpendicular to the surface of the fuselage base 1. At this point, the air resistance to the upward swing of the wing 2 is minimized. When the second drive motor 51 drives the connecting fork 33 to cause the wing 2 to swing downward, the first drive motor 41 drives the wing 2 to rotate until the extension direction of the first connecting rod 3321 is parallel to the wing surface of the wing 2. At this point, the air resistance to the downward swing of the wing 2 is maximized, and the reaction force provides the greatest lift to the wing 2. Therefore, the lift experienced by the wing 2 during its downward swing is greater than the resistance experienced by the wing 2 during its upward swing, thereby enabling the flapping-wing aircraft to take off.

[0048] The flapping-wing aircraft provided by the present invention can achieve yaw flight in three ways:

[0049] (1) Yawing moment is generated by the inconsistent up and down flapping amplitudes of the two wings 2: Under the control of the processor, the second drive motors 51 connected to the two wings 2 are controlled to operate within different rotation angle ranges, so that the up and down flapping amplitude of one wing 2 is greater than that of the other wing 2, so that the average thrust generated by the wing 2 with the larger up and down flapping amplitude is greater than that of the wing 2 with the smaller up and down flapping amplitude. The imbalance in thrust provided by the two wings 2 will cause the flapping-wing aircraft to generate a yaw moment around its center of gravity, causing the flapping-wing aircraft to flap up and down with the smaller amplitude, thereby achieving yaw flight. That is, when the left wing 2 flaps up and down with a larger amplitude, the flapping-wing aircraft turns right; when the right wing 2 flaps up and down with a larger amplitude, the flapping-wing aircraft turns left.

[0050] (2) Yawing moment is generated by the inconsistent up and down flapping frequencies of the two wings 2: Under the control of the processor, the second drive motors 51 connected to the two wings 2 are controlled to operate at different frequencies, so that the up and down flapping frequency of one wing 2 is greater than the up and down flapping frequency of the other wing 2, so that the average thrust generated by the wing 2 with a higher up and down flapping frequency is greater than that of the wing 2 with a lower up and down flapping frequency. The unbalanced thrust provided by the two wings 2 causes the flapping-wing aircraft to generate a yaw moment around its center of gravity on the side with a lower up and down flapping frequency, thereby achieving yaw flight. That is, when the left wing 2 flaps up and down at a higher frequency, the flapping-wing aircraft turns right; when the right wing 2 flaps up and down at a higher frequency, the flapping-wing aircraft turns left.

[0051] (3) Producing a yaw moment by the inconsistent deflection of the wings 2 on both sides: Under the control of the processor, when the second drive motor 51 drives the connecting fork 33 to drive the wing 2 to swing downward, the first drive motors 41 on both sides are controlled to drive the wings 2 connected thereto to rotate to different angles, thereby changing the angle of attack of the wings 2 on both sides. When the wings 2 flap downward, the wing 2 on the side with a larger angle of attack generates a larger thrust. The unbalanced thrust provided by the wings 2 on both sides causes the flapping-wing aircraft to generate a yaw moment around its center of gravity, causing the flapping-wing aircraft to move toward the side with a smaller angle of attack, thereby achieving yaw flight. That is, when the angle of attack of the left wing 2 is larger during the downward flapping, the flapping-wing aircraft turns right; when the angle of attack of the right wing 2 is larger during the downward flapping, the flapping-wing aircraft turns left.

[0052] In summary, according to the control program built into the processor, the processor can select one of the methods to provide yaw torque to achieve yaw flight, or coordinate multiple methods to achieve yaw flight, making the yaw flight of the flapping-wing aircraft more flexible.

[0053] The present invention provides a flapping-wing aircraft. Two motors are used to drive the flapping and turning motions of the wings, respectively, so that the wings generate greater lift and thrust, improving aerodynamic efficiency and enabling takeoff. Furthermore, by varying the angle between the wings and the horizontal plane during flight, the two wings experience varying amounts of air resistance when flapping downward, thereby generating varying amounts of thrust. This allows the flapping-wing aircraft to generate a yaw moment to achieve yaw flight. Furthermore, the angle between the wings and the horizontal plane can be varied in real time during yaw flight, flexibly adjusting the magnitude of the yaw moment and, consequently, the turning radius, making the flapping-wing aircraft's yaw flight more flexible.

[0054] The above-described embodiments merely represent several implementations of the present invention. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art would be able to make numerous modifications and improvements without departing from the spirit of the present invention, and the present invention is intended to encompass such modifications and variations.

Claims

1. A flapping-wing aircraft, characterized in that: include: fuselage base; at least one pair of wings symmetrically disposed on opposite sides above the panel of the fuselage base and extending outward from the fuselage base along an axis parallel to a first direction parallel to the panel of the fuselage base; At least two groups of connection components are arranged on the fuselage base, each group of connection components is used to connect each wing to the fuselage base; At least two sets of first drive assemblies, disposed on the fuselage base, for driving each wing to rotate about an axis parallel to the first direction; at least two sets of second drive assemblies, disposed on the fuselage base, for driving each wing to swing about an axis parallel to a second direction, the second direction being perpendicular to the first direction and parallel to the surface of the fuselage base; The control component is arranged on the fuselage base and is electrically connected to the first drive component and the second drive component respectively.

2. The flapping-wing aircraft according to claim 1, wherein: The connecting assembly includes two hinge seats, a bearing seat, a connecting fork and a connecting shaft; Two hinge seats are spaced apart and arranged on the fuselage base along the second direction; The bearing seat is arranged on the plate surface of the wing facing the fuselage base; The connecting fork includes a connecting rod portion and a fork portion, the connecting rod portion extends along the first direction and passes through the bearing seat; the fork portion is connected to one end of the connecting rod portion away from the bearing seat, and is provided with two ends extending along the first direction; the connecting shaft extends along the second direction and passes through the two ends of the fork portion and two hinge seats in sequence; the second drive assembly is connected to one side of the fork portion.

3. The flapping-wing aircraft according to claim 2, wherein: The number of the bearing seats is more than two, and the bearing seats are arranged at intervals along the first direction on the plate surface of the wing facing the fuselage base.

4. The flapping-wing aircraft according to claim 2, wherein: The first driving assembly includes a first driving motor and a first connecting member; the connecting assembly also includes a sleeve seat; The sleeve seat is arranged on the plate surface of the wing facing the fuselage base, is spaced apart from the connecting rod portion along the first direction and is located on the side of the connecting rod portion away from the bifurcated portion; the sleeve seat is provided with a through hole with an axis parallel to the first direction; The first drive motor is arranged on the fuselage base, and its output shaft extends along the first direction; the first connecting member includes a first transmission shaft, a coupling and a second transmission shaft; one end of the first transmission shaft is connected to the output shaft of the first drive motor, and the other end is connected to the coupling; one end of the second transmission shaft is connected to the coupling, and the other end passes through the fork portion and the connecting rod portion in sequence, and extends into the through hole, and transitionally fits with the sleeve seat.

5. The flapping-wing aircraft according to claim 4, characterized in that: Projected along the third direction, one of the shaft pins on the coupling and the connecting shaft are located on the same axis.

6. The flapping-wing aircraft according to claim 4, characterized in that: The connecting assembly further includes a polygonal column, and the through hole is a polygonal hole matching the polygonal column; The polygonal column is inserted into the through hole and transitionally matched with the through hole; the end of the second transmission shaft away from the coupling passes through the fork portion and the connecting rod portion in sequence, and is inserted into the polygonal column and fixedly connected to the polygonal column.

7. The flapping-wing aircraft according to claim 4, characterized in that: Projected along the third direction, the connecting rod portion and the second transmission shaft are coaxial; the forked portion includes a first connecting rod and two second connecting rods, the two second connecting rods are symmetrically connected to the two ends of the first connecting rod about the connecting rod portion, and the two second connecting rods are respectively hinged to two hinge seats.

8. The flapping-wing aircraft according to claim 6, wherein: Projected along the first direction, the cross-sections of the polygonal column and the through hole are regular hexagons.

9. The flapping-wing aircraft according to claim 2, wherein: The second driving assembly includes a second driving motor and a second connecting member; The second driving motor is arranged on the fuselage base, and its output shaft extends along the second direction; the second connecting member includes a crank rod, a connecting rod and a rocker; The crank rod extends along the second direction, one end of which is connected to the output shaft of the second drive motor, and the other end is connected to the connecting rod; the connecting rod extends along the first direction, and the end thereof away from the crank rod is connected to the rocker; the rocker extends along the second direction, and the end thereof away from the connecting rod is connected to the fork portion.

10. The flapping-wing aircraft according to claim 1, wherein: The control component includes a flight attitude sensor and a processor; the flight attitude sensor is used to measure the flight attitude, speed or displacement of the flapping-wing aircraft; the processor is electrically connected to the flight attitude sensor, the first drive component and the second drive component respectively, and is used to receive measurement information from the flight attitude sensor and control the operation of the first drive component and the second drive component.

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