A biomimetic flying vehicle

Abstract

The application provides a bionic aircraft, and relates to the technical field of aircrafts, which comprises a fuselage and main wing systems arranged on both sides of the middle part of the fuselage, each main wing system comprising a first driver, a first rocker arm, a connecting rod, a connecting seat and a plurality of bionic wing ribs, the first driver being fixedly connected to the fuselage, one end of the first rocker arm being connected to the output shaft of the first driver, the other end of the first rocker arm being hingedly connected to one end of the connecting rod, one end of the connecting seat being hingedly connected to the other end of the connecting rod, the other end of the connecting seat being hingedly connected to the fuselage, and the plurality of bionic wing ribs being hingedly connected to the connecting seat, the first driver driving the first rocker arm to rotate, the first rocker arm driving the connecting seat to rotate around the fuselage through the connecting rod, and then driving at least part of the bionic wing ribs to rotate relative to the connecting seat to be unfolded and arranged in a radial manner, so that the aerodynamic performance, the control flexibility and the impact resistance are considered while the folding storage portability is maintained.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and more specifically, to a biomimetic aircraft. Background Technology

[0002] In recent years, micro unmanned aerial vehicles (UAVs) have been widely used in various fields such as reconnaissance and surveillance, emergency rescue, environmental monitoring, and scientific research due to their small size, light weight, portability, and rapid deployment. However, traditional micro UAVs still have significant shortcomings in their structural design. For example, their fixed wings occupy a large amount of space during transportation and storage, which is not only inconvenient to carry but also makes it easy to damage critical components such as the wings during handling, thus affecting flight performance and reliability.

[0003] To address this issue, folding wing designs have been proposed in related fields. By folding or collapsing the wings, the size of the drone in transport mode can be significantly reduced, improving portability. However, most existing folding designs rely on hinge mechanisms, resulting in a rigid folding of the entire wing. While this structure reduces volume to some extent, the space occupied after folding is still relatively large, and rigid folding makes it difficult to meet the airfoil flexibility requirements of biomimetic aircraft, limiting flight efficiency and applicable scenarios.

[0004] Against this backdrop, document CN118907465A proposes a cross-medium biomimetic unmanned aerial vehicle (UAV) capable of operating in both water and air: when navigating in water, the flapping wings fold and adhere closely to the fuselage to reduce drag; when flying in the air, the flapping wings unfold to provide lift, exhibiting certain biomimetic characteristics. In its design, each flapping wing consists of five frames and a high-strength polyester film. One end of the frame is a ring, connected via a rotating shaft and roller bearings. The first frame is connected to a servo motor, which, through locating pins and a strip-shaped hole structure, drives the remaining frames to unfold sequentially, ultimately forming the airfoil required for flight.

[0005] While this technical solution offers advantages in folding mechanism and biomimetic capabilities, it still suffers from several shortcomings. First, the design, using a single rotating shaft to connect multiple frames, struggles to maintain a stable airfoil after the flapping wings deploy, resulting in lower actual lift and limiting flight performance. Second, the first frame needs to sequentially drive multiple frames to deploy via the rotating shaft, placing high demands on the servo motor's output torque and response speed. This can easily lead to increased power consumption and response lag, thereby reducing control precision and flight agility. Furthermore, the internal structure of the rotating shaft is complex to achieve the sequential deployment of different frames, involving numerous parts and requiring high assembly precision. This not only increases manufacturing difficulty and cost but also raises the risk of structural failure during long-term operation, resulting in insufficient reliability.

[0006] Therefore, there is an urgent need to propose a new design scheme for micro unmanned aerial vehicles that can maintain high lift, reduce power consumption, and simplify structure while taking into account both folding and storage and biomimetic flight. Utility Model Content

[0007] The purpose of this application is to provide a biomimetic aircraft in order to address the shortcomings of the aforementioned technologies.

[0008] To achieve the above objectives, the technical solution adopted in this application is as follows: This application provides a biomimetic aircraft, including a fuselage and main wing systems arranged on both sides of the middle of the fuselage. Each main wing system includes a first driver, a first rocker arm, a connecting rod, a connecting seat, and several biomimetic wing ribs. The first driver is fixedly connected to the fuselage. One end of the first rocker arm is connected to the output shaft of the first driver, and the other end of the first rocker arm is hinged to one end of the connecting rod. One end of the connecting seat is hinged to the other end of the connecting rod, and the other end of the connecting seat is hinged to the fuselage. Several biomimetic wing ribs are respectively hinged to the connecting seat. The first driver drives the first rocker arm to rotate, and the first rocker arm drives the connecting seat to rotate around the fuselage via the connecting rod, thereby causing at least some of the biomimetic wing ribs to rotate relative to the connecting seat to unfold and form a radial arrangement.

[0009] Furthermore, each main wing system also includes an inelastic membrane covering the outer surface of several bionic wing ribs to limit the rotation angle of each bionic wing rib during deployment.

[0010] Furthermore, the connecting seat includes an upper fixing plate and a lower fixing plate arranged in parallel and spaced apart. A mounting shaft is fixedly connected to the body. One end of the upper fixing plate and one end of the lower fixing plate are respectively hinged to the two ends of the mounting shaft. The other end of the upper fixing plate is connected to the lower fixing plate via a connecting shaft. The other end of the lower fixing plate is hinged to a connecting rod. Several rotating shafts are arranged at intervals between the upper fixing plate and the lower fixing plate. Each bionic wing rib is respectively hinged to a different rotating shaft.

[0011] Furthermore, each main wing system also includes a main load-bearing beam fixedly connected to the end of the connecting seat away from the fuselage, and several bionic wing ribs located between the fuselage and the main load-bearing beam. The main load-bearing beam is used to limit the maximum deployment angle of the several bionic wing ribs.

[0012] Furthermore, the length of several bionic wing ribs increases sequentially along the direction from the fuselage to the main load-bearing beam, so that the projection line of several bionic wing ribs on the same horizontal plane after they are deployed is an arc.

[0013] Furthermore, the outer surface of each biomimetic rib is a streamlined curved surface that convexes upwards.

[0014] Furthermore, the biomimetic aircraft also includes a tail system, which includes horizontal tail systems arranged on both sides of the tail of the fuselage. Each horizontal tail system includes a second actuator, a second rocker arm, a lever, and a horizontal tail. The horizontal tail includes a first wing fixed to the side of the fuselage and a second wing movably spliced ​​onto the first wing along the length of the fuselage. The second actuator is fixedly connected to the fuselage. One end of the second rocker arm is connected to the output shaft of the second actuator, and the other end of the second rocker arm is hinged to one end of the lever. The other end of the lever is hinged to the second wing. The second actuator drives the second rocker arm to rotate, and the second rocker arm drives the second wing to rotate via the lever to adjust the attitude of the biomimetic aircraft.

[0015] Furthermore, the second actuators of the two horizontal tail systems rotate asynchronously, driving the two second wings to rotate asynchronously in order to adjust the attitude of the biomimetic aircraft.

[0016] Furthermore, the tail system also includes a vertical tail, which is fixedly connected to the top surface of the rear of the fuselage.

[0017] Furthermore, the biomimetic aircraft also includes a power system located at the nose of the fuselage. The power system includes a third actuator, propeller blades, and a streamlined casing. The third actuator is fixedly connected to the fuselage, and its output end is connected to the propeller blades to drive the blades to rotate and generate flight power. The casing is fitted over the third actuator to protect it and improve aerodynamic performance.

[0018] The beneficial effects of this application include: This application provides a biomimetic aircraft, including a fuselage and main wing systems arranged on both sides of the middle of the fuselage. Each main wing system includes a first driver, a first rocker arm, a connecting rod, a connecting seat, and several biomimetic wing ribs. The first driver is fixedly connected to the fuselage. One end of the first rocker arm is connected to the output shaft of the first driver, and the other end of the first rocker arm is hinged to one end of the connecting rod. One end of the connecting seat is hinged to the other end of the connecting rod, and the other end of the connecting seat is hinged to the fuselage. Several biomimetic wing ribs are respectively hinged to the connecting seat. The first driver drives the first rocker arm to rotate, and the first rocker arm drives the connecting seat to rotate around the fuselage via the connecting rod, thereby causing at least some of the biomimetic wing ribs to rotate relative to the connecting seat to unfold and form a radial arrangement. By combining the linkage drive of the main wing system with the radial arrangement of biomimetic wing ribs, a balance is achieved in structure and kinematics between significantly reducing transport volume and enabling rapid and reliable deployment. This reduces the peak torque on the first actuator and fuselage, thereby reducing energy consumption and extending the lifespan of the first actuator. The non-coaxial arrangement of the biomimetic wing ribs improves airfoil retention and aerodynamic efficiency, effectively increasing lift and reducing torque, suppressing flutter during high-speed flight. The adjustable angle settings provided by the independent drive of the two main wing systems enhance the adaptability and maneuverability of the aircraft under different operating conditions. The unlocked self-unloading characteristic allows the main wings to release energy in a controllable manner upon impact, significantly reducing the probability of structural damage and improving the overall reliability and recoverability of the aircraft. Overall, this solution maintains folding and storage portability while taking into account aerodynamic performance, control flexibility, and impact resistance, providing a systematic solution to the problems of fragile wings, difficulty in maintaining airfoil, and high drive loads in traditional unmanned aerial vehicles. Attached Figure Description

[0019] Figure 1 This is one of the structural schematic diagrams of a biomimetic aircraft provided in this application; Figure 2 This is the second structural schematic diagram of a biomimetic aircraft provided in this application; Figure 3 The third schematic diagram of a biomimetic aircraft provided in this application; Figure 4 This is one of the structural schematic diagrams of the main wing system of a biomimetic aircraft provided in this application; Figure 5 A second schematic diagram of the main wing system of a biomimetic aircraft provided for this application; Figure 6 A schematic diagram of the tail fin system of a biomimetic aircraft provided in this application; Figure 7 This is a schematic diagram of the propulsion system of a biomimetic aircraft provided in this application.

[0020] Icons: 1. Main wing system; 101. First actuator; 102. First mounting base; 103. First rocker arm; 104. Connecting rod; 105. Connecting base; 1051. Upper fixing plate; 1052. Lower fixing plate; 106. Bionic wing rib; 107. Main load-bearing beam; 108. Limiting block; 109. Limiting plate; 110. Mounting shaft; 111. Rotating shaft; 2. Tail system; 201. Second actuator; 202. Second rocker arm; 203. Pull rod; 2041. First wing; 2042. Second wing; 205. Rudder angle; 206. Vertical tail; 3. Power system; 301. Housing; 302. Third actuator; 303. Third mounting base; 4. Fuselage. Detailed Implementation

[0021] This application provides a biomimetic flight vehicle, such as Figures 1 to 5 As shown, the system includes a fuselage 4 and main wing systems 1 arranged on both sides of the middle of the fuselage 4. Each main wing system 1 includes a first actuator 101, a first rocker arm 103, a connecting rod 104, a connecting seat 105, and several bionic wing ribs 106. The first actuator 101 is fixed to the fuselage 4 via a first mounting seat 102. The output shaft of the first actuator 101 is fixedly connected to one end of the first rocker arm 103. The other end of the first rocker arm 103 is hinged to one end of the connecting rod 104. The other end of the connecting rod 104 is hinged to one end of the connecting seat 105. The other end of the connecting seat 105 is hinged to the fuselage 4. The first rocker arm 103, the connecting rod 104, the connecting seat 105, and the line connecting the rotation center of the first rocker arm 103 and the rotation center of the connecting seat 105 together form a four-bar linkage, thereby achieving stable rotation of the connecting seat 105 and limiting the motion trajectory of the connecting seat 105, thereby controlling the relative angular displacement and deployment rhythm of the several bionic wing ribs 106 that are independently rotated and mounted on the connecting seat 105. The geometric relationship between the first rocker arm 103, the connecting rod 104, the connecting seat 105, and the rotation center of the first rocker arm 103 and the rotation center of the connecting seat 105 exhibits the kinematic characteristics of a four-bar linkage. The line connecting the rotation center of the first rocker arm 103 and the rotation center of the connecting seat 105 limits the trajectory of the connecting seat 105 during motion, thereby controlling the relative angular displacement and deployment rhythm of several bionic wing ribs 106 mounted on the connecting seat 105.

[0022] The first actuator 101 employs a servo motor. During the driving action, the first actuator 101 drives the first rocker arm 103 to rotate around its output shaft. The first rocker arm 103 transmits force and angular displacement to the connecting seat 105 via the connecting rod 104, causing the connecting seat 105 to rotate around the connection point of the fuselage 4. Each bionic wing rib 106 on the connecting seat 105 is rotatably engaged with the connecting seat 105 via a pivot 111. For example, the connecting seat 105 is hinged to the pivot 111, and the pivot 111 is fixedly connected to the bionic wing rib 106; or, the connecting seat 105 is fixedly connected to the pivot 111, and the pivot 111 is hinged to the bionic wing rib 106. Thus, when the connecting seat 105 rotates, it will drive some or all of the bionic wing ribs 106 to rotate in the same direction via the pivot 111, achieving a change from folding to radial deployment, or from radial deployment to folding. Each biomimetic wing rib 106 can be arranged differently in length, offset angle, and installation radius, unfolding in a gradient from the inside out to form a continuous wing profile and generate the required aerodynamic curvature. The optimized geometry of the four-link system provides favorable torque transmission characteristics, enabling the first actuator 101 to withstand a lower peak torque when achieving large angular displacement, and the entire main wing system 1 to achieve high lift while maintaining a low torque in the deployed state.

[0023] It should be noted that a connector is fixed on the side of the fuselage 4, and an installation shaft 110 is fixedly inserted through the connector in the vertical direction. The connecting seat 105 includes an upper fixing plate 1051 and a lower fixing plate 1052 arranged parallel and spaced apart in the vertical direction. One end of the upper fixing plate 1051 and one end of the lower fixing plate 1052 are respectively rotatably sleeved on the upper and lower ends of the installation shaft 110. The other end of the upper fixing plate 1051 is connected to the limiting block 108 fixed on the lower fixing plate 1052 via the connecting shaft. The other end of the lower fixing plate 1052 is hinged to the connecting rod 104. Several rotating shafts 111 are arranged at intervals between the upper fixing plate 1051 and the lower fixing plate 1052, which are used to connect each bionic wing rib 106. Furthermore, the first bionic wing rib 106 near the fuselage 4 is fixedly connected to the mounting shaft 110. A limiting piece 109 is provided around the mounting shaft 110, abutting against the connector on the side of the fuselage 4. This ensures that when the connecting seat 105 rotates around the mounting shaft 110 under the drive of the first driver 101, the first bionic wing rib 106 near the fuselage 4 remains fixed, and its length direction is always parallel to the length direction of the fuselage 4. This structural design avoids interference between the bionic wing rib 106 and the fuselage 4 due to rotation during deployment or retraction, while providing a reference constraint for the entire range of motion of the folding main wing.

[0024] It should also be noted that the left and right main wing systems 1 adopt independent drive control. The first actuators 101 on each side receive angle commands from the attitude controller and feed back position encoder signals to achieve precise positioning. Independent control allows for differentiated settings of the deployment angle, yaw angle, or damping parameters of the left and right main wings to meet the requirements of turning, crosswind compensation, or differential lift, while facilitating unilateral or partial folding during takeoff and landing, and passage through confined spaces. To ensure smooth deployment and folding and to provide impact resistance, low-friction bearings or bushings can be used at the pivot 111 with appropriate clearance and friction damping, so that the bionic wing ribs 106 are not rigidly jammed when subjected to external impacts, but are unloaded along a predetermined path in the folding direction, reducing the risk of structural damage.

[0025] In addition, several biomimetic ribs 106 are arranged in a non-coaxial manner, that is, the rotation axes 111 of multiple biomimetic ribs 106 are parallel and spaced apart. Each biomimetic rib 106 rotates around its rotation axis 111 in the horizontal plane, which can improve the structural reliability and realize the three-dimensional bending and torsional distribution of the airfoil, enhance the torsional stiffness and curvature retention of the airfoil, and effectively suppress the vibration and local stall of the film under high-speed airflow when forming a continuous airfoil with the film covering layer.

[0026] Overall, the four-link drive of the main wing system 1 and the radial arrangement of the bionic wing ribs 106 achieve a balance in structure and kinematics, significantly reducing transport volume while enabling rapid and reliable deployment. This reduces the peak torque on the first actuator 101 and the fuselage 4, thereby reducing energy consumption and extending the lifespan of the first actuator 101. The non-coaxial wing ribs improve airfoil retention and aerodynamic efficiency, effectively increasing lift and reducing torque, suppressing fluttering of the membrane wing during high-speed flight. The adjustable angle setting provided by the independent drive enhances the adaptability and maneuverability of the aircraft under different operating conditions. The unlocked self-unloading characteristic allows the main wing to release energy in a controllable manner when subjected to impact, significantly reducing the probability of structural damage and improving the overall reliability and recoverability of the aircraft. In summary, this solution maintains folding and storage portability while taking into account aerodynamic performance, control flexibility, and impact resistance, providing a systematic solution to the problems of fragile wings, difficult airfoil maintenance, and high drive load in traditional unmanned aerial vehicles.

[0027] Furthermore, the main wing system 1 employs a membrane main wing, with the membrane material being an inelastic membrane. Since the thickness of the inelastic membrane is close to zero, the target airfoil can be determined first through aerodynamic analysis, and the mid-curvature line can be extracted from the airfoil as the section line of the membrane main wing, thus ensuring the deployed membrane surface exhibits the desired curvature. The mid-curvature line serves as a design reference for determining the three-dimensional arrangement of the ribs and the pre-tension direction of the membrane surface, thereby obtaining the required lift characteristics under extremely thin conditions.

[0028] To support the inelastic membrane and maintain its aerodynamic curvature, several biomimetic ribs 106 are bonded to the lower surface of the inelastic membrane using adhesive or thermoforming processes to form an inseparable interface. Each biomimetic rib 106 is an upward-convex streamlined curved surface, with the upward convexity pointing in the direction of the aircraft's ascent. The graded arrangement of multiple biomimetic ribs 106 creates a continuous three-dimensional distribution of curvature and torsion. The tight fit between the inelastic membrane and the biomimetic ribs 106 automatically forms a smooth aerodynamic shape and bears the flight loads during deployment. The bonding points and tensioning scheme are controlled through tooling pre-tensioning and curing to ensure stable and highly repeatable curvature of the membrane surface during operation.

[0029] Furthermore, the combination of the inelastic membrane and the bionic wing ribs 106 not only bears the aerodynamic force during flight, but also limits the maximum rotation angle of each bionic wing rib 106 through geometric constraints. That is to say, when the connecting seat 105 rotates to drive each bionic wing rib 106 to gradually unfold, the geometry of the membrane surface at the limit position is equivalent to a soft limit, so that the bionic wing ribs 106 cannot exceed the maximum unfolding angle jointly determined by the joint position of the inelastic membrane and the bionic wing ribs 106.

[0030] In summary, the use of a mid-curved cross-section and an inseparable membrane-skeleton combination enables the membrane-based main wing to achieve high lift and ideal airfoil retention with low thickness, improving the torsional stiffness of the airfoil and effectively suppressing membrane fluttering under high-speed airflow, thereby improving stability and aerodynamic efficiency. The geometric constraint function of the membrane surface limits the maximum deployment angle of the skeleton, avoiding structural conflicts and reducing the peak torque requirement of the first actuator 101, thus reducing the drive load and improving system durability. Field tests demonstrate that this biomimetic aircraft maintains good shape repeatability and mechanical integrity under multiple deployment and retraction cycles and flight conditions, possesses a wide flight envelope, high speed, and high lift, and while maintaining biomimicry, also has a large payload capacity, enabling it to perform multiple missions. This effectively alleviates the problems of wing damage, difficult airfoil maintenance, and severe fluttering in traditional micro-UAVs during transportation, deployment, and high-speed cruise.

[0031] Furthermore, each main wing system 1 also includes a main load-bearing beam 107 fixedly connected to the end of the connecting seat 105 away from the fuselage 4, and limited by a limiting block 108 on the connecting seat 105 to ensure the stability of the main load-bearing beam 107 relative to the connecting seat 105. Several biomimetic wing ribs 106 are located between the fuselage 4 and the main load-bearing beam 107. The lower surface of the inelastic membrane is fixedly connected to the upper surface of the main load-bearing beam 107 by bonding, forming a leading edge constraint. Thus, the main load-bearing beam 107 and the several biomimetic wing ribs 106 work together as the skeleton of the membrane main wing to maintain the curvature of the inelastic membrane. The main load-bearing beam 107 serves as the leading edge of the membrane wing and rotates synchronously with the connecting seat 105. The connecting seat 105 drives the main load-bearing beam 107 to move around a pivot point near the fuselage 4. In the deployed position, the length direction of the main load-bearing beam 107 is basically perpendicular to the length direction of the fuselage 4, which can limit the maximum deployment angle of the bionic wing ribs 106. In the folded position, the length direction of the main load-bearing beam 107 is approximately parallel to the fuselage 4, facilitating compact storage. Several bionic wing ribs 106 are located between the fuselage 4 and the main load-bearing beam 107, and the main load-bearing beam 107 is used to limit the maximum deployment angle of the bionic wing ribs 106.

[0032] Furthermore, the lengths of the biomimetic wing ribs 106 increase sequentially in their unfolded direction, with the inner side (closer to the fuselage 4) being shorter and the outer side (farthest from the fuselage 4) being longer. The projections of their endpoints onto the same horizontal plane fall on an arc, creating a smooth, curved profile in the plan view. This results in a more uniform airflow distribution, reducing induced drag and improving the smooth distribution of lift, enabling the aircraft to maintain good flight performance at low speeds and during cruise. Moreover, the curved layout helps reduce the twisting and fluttering of the main wing under airflow, especially in the design of a membrane wing, where the curved profile assists the membrane surface in naturally forming a curved surface, enhancing aerodynamic stiffness and fatigue resistance.

[0033] Furthermore, the biomimetic aircraft also includes a tail system 2, the core function of which is to achieve attitude adjustment. For example... Figure 6As shown, the tail system 2 includes horizontal tail systems arranged on both sides of the tail of the fuselage 4. Each horizontal tail system includes a second actuator 201, a second rocker arm 202, a lever 203, and a horizontal tail. The horizontal tail includes a first wing 2041 fixed to the side of the fuselage 4 and a second wing 2042 movably spliced ​​onto the first wing 2041 along the length of the fuselage 4. The movable part of the second wing 2042 can generate the necessary angular deflection under drive, thereby realizing the control of the aircraft's pitch and roll. The second actuator 201 is fixedly connected to the fuselage 4. One end of the second rocker arm 202 is connected to the output shaft of the second actuator 201, and the other end of the second rocker arm 202 is hinged to one end of the lever 203. The other end of the lever 203 is hinged to the rudder angle 205 fixed to the second wing 2042. The second drive 201 is a servo motor. When the second drive 201 is working, it drives the second rocker arm 202 to rotate through its output shaft. The rotational motion of the second rocker arm 202 is transmitted to the rudder angle 205 through the pull rod 203. The rudder angle 205 is then transmitted to the second wing 2042, so that the second wing 2042 rotates in a controlled manner relative to the first wing 2041.

[0034] It should be noted that the second actuators 201 of the two horizontal tail systems, through differential control, can independently or jointly adjust the angle of their respective second wing sections 2042 during flight, thereby achieving precise attitude control, including pitch and roll. For example, if the second wing sections 2042 on both sides rotate upward or downward simultaneously, it will produce pitch (the aircraft pitches up or dives), and if the second wing sections 2042 on both sides rotate upward and downward respectively, it will produce roll.

[0035] Furthermore, the tail system 2 also includes a vertical tail 206, which is fixedly connected to the top surface of the tail of the fuselage 4 as a stabilizing surface. Its main function is to provide directional stability for the aircraft and prevent lateral disturbances from causing the fuselage 4 to yaw. The vertical tail 206 does not have active control surfaces; its stabilizing function complements the active control of the horizontal tail, together ensuring the attitude stability of the aircraft under various flight conditions.

[0036] The design of the tail system 2 simplifies the configuration of ailerons and rudders in traditional aircraft in terms of structure and control. All flight control functions are achieved through horizontal tail coupling, reducing the number of mechanical parts, improving the system's response sensitivity and reliability, while reducing overall weight and manufacturing complexity. In addition, the connection between the second wing 2042, the second rocker arm 202, and the lever 203 ensures efficient and precise motion transmission, while differential control allows for flexible pitch and roll adjustments without adding complex mechanisms.

[0037] The overall tail fin layout and fuselage proportions are inspired by the shape of a flying fish, achieving a biomimetic effect that enhances aerodynamic performance and improves the aircraft's stability at low speeds and during cruise. Through this biomimetic design, the tail fin system 2 can not only effectively control the aircraft's attitude but also provide sufficient stability under different flight conditions, giving the aircraft high control precision and safety.

[0038] Furthermore, the biomimetic aircraft also includes a power system 3 located at the nose of the fuselage 4, whose core function is to provide stable thrust for the aircraft. For example... Figure 7 As shown, the power system 3 includes a third drive 302, propeller blades (not shown in the figure), and a streamlined housing 301. The third drive 302 is fixedly connected to the fuselage 4 via a third mounting base 303. The third drive 302 is an electric motor, and the output end of the motor is connected to the propeller blades to drive the blades to rotate, causing airflow to generate thrust, thereby propelling the aircraft forward. The fixed installation of the third drive 302 ensures the stability and reliability of power transmission, while also guaranteeing the continuity and balance of the output torque during flight.

[0039] The propeller blades cut through the air as they rotate, generating forward thrust. Their design is matched to the power of the third drive 302, enabling the aircraft to maintain the required speed and acceleration under different flight conditions. To further optimize the aerodynamic performance of the power system 3 and protect the internal structure, the third drive 302 is covered by a streamlined casing 301. The casing 301, which encloses the third drive 302, not only effectively reduces air resistance and improves propulsion efficiency, but also prevents debris from impacting the third drive 302 during flight, thereby extending the service life of the power system 3.

[0040] Through the design of propulsion system 3, the biomimetic aircraft can achieve efficient propulsion under different flight missions and environmental conditions while maintaining overall stability. The compact structure and excellent aerodynamics of propulsion system 3 enable the aircraft to obtain smooth and sufficient thrust output during low-speed takeoff, climb, and cruise. Furthermore, the optimized airflow through the housing 301 improves overall propulsion efficiency and reduces energy loss. This design not only ensures the reliability of power transmission but also, combined with the coordinated control of the main wing system 1 and the tail system 2, achieves high maneuverability and high stability for the aircraft.

[0041] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A biomimetic aircraft, characterized in that, The system includes a fuselage and main wing systems arranged on both sides of the middle of the fuselage. Each main wing system includes a first actuator, a first rocker arm, a connecting rod, a connecting seat, and several bionic wing ribs. The first actuator is fixedly connected to the fuselage. One end of the first rocker arm is connected to the output shaft of the first actuator. The other end of the first rocker arm is hinged to one end of the connecting rod. One end of the connecting seat is hinged to the other end of the connecting rod. The other end of the connecting seat is hinged to the fuselage. Several bionic wing ribs are respectively hinged to the connecting seat. The first actuator drives the first rocker arm to rotate. The first rocker arm drives the connecting seat to rotate around the fuselage via the connecting rod, thereby causing at least some of the bionic wing ribs to rotate relative to the connecting seat to unfold and form a radial arrangement.

2. The biomimetic aircraft according to claim 1, characterized in that, Each main wing system also includes an inelastic membrane covering the outer surface of several bionic wing ribs to limit the rotation angle of each bionic wing rib during deployment.

3. The biomimetic aircraft according to claim 1 or 2, characterized in that, The connecting seat includes an upper fixed plate and a lower fixed plate arranged in parallel and spaced apart. A mounting shaft is fixedly connected to the body. One end of the upper fixed plate and one end of the lower fixed plate are respectively hinged to the two ends of the mounting shaft. The other end of the upper fixed plate is connected to the lower fixed plate via a connecting shaft. The other end of the lower fixed plate is hinged to a connecting rod. Several rotating shafts are arranged at intervals between the upper fixed plate and the lower fixed plate. Each bionic wing rib is respectively hinged to a different rotating shaft.

4. The biomimetic aircraft according to claim 1 or 2, characterized in that, Each main wing system also includes a main load-bearing beam fixedly connected to the end of the connecting seat away from the fuselage, and several bionic wing ribs located between the fuselage and the main load-bearing beam. The main load-bearing beam is used to limit the maximum deployment angle of the several bionic wing ribs.

5. The biomimetic aircraft according to claim 4, characterized in that, The length of several bionic wing ribs increases sequentially along the direction from the fuselage to the main load-bearing beam, so that the projection line of several bionic wing ribs on the same horizontal plane after they are deployed is an arc.

6. The biomimetic aircraft according to claim 1 or 2, characterized in that, The outer surface of each biomimetic rib is a streamlined curved surface that convexes upwards.

7. The biomimetic aircraft according to claim 1 or 2, characterized in that, The biomimetic aircraft also includes a tail system, which includes horizontal tail systems arranged on both sides of the tail of the fuselage. Each horizontal tail system includes a second actuator, a second rocker arm, a lever, and a horizontal tail. The horizontal tail includes a first wing fixed to the side of the fuselage and a second wing that is movably spliced ​​onto the first wing along the length of the fuselage. The second actuator is fixedly connected to the fuselage. One end of the second rocker arm is connected to the output shaft of the second actuator, and the other end of the second rocker arm is hinged to one end of the lever. The other end of the lever is hinged to the second wing. The second actuator drives the second rocker arm to rotate, and the second rocker arm drives the second wing to rotate via the lever to adjust the attitude of the biomimetic aircraft.

8. The biomimetic aircraft according to claim 7, characterized in that, The second actuators of the two horizontal tail systems rotate asynchronously, which in turn drives the two second wings to rotate asynchronously in order to adjust the attitude of the biomimetic aircraft.

9. The biomimetic aircraft according to claim 7, characterized in that, The tail system also includes a vertical tail, which is fixedly attached to the top surface of the rear of the fuselage.

10. The biomimetic aircraft according to claim 1 or 2, characterized in that, The biomimetic aircraft also includes a power system located at the nose of the fuselage. The power system includes a third actuator, propeller blades, and a streamlined casing. The third actuator is fixedly connected to the fuselage, and its output end is connected to the propeller blades to drive the blades to rotate and generate flight power. The casing is fitted over the third actuator to protect it and improve aerodynamic performance.

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