Dynamic morphing wing bionic aircraft

Abstract

The application discloses a dynamic variable-wing bionic aircraft, which comprises a fuselage assembly, a speed reduction mechanism, a wing assembly, a wing vein driving assembly, a tail wing assembly, a receiver and a battery, the fuselage assembly comprises a nose and a fuselage plate, the nose is connected with the fuselage plate to form a nose cavity, and the fuselage plate is provided with a fuselage cavity, a first groove and a second groove; the wing assembly is arranged on the fuselage plate; the speed reduction mechanism is arranged in the nose cavity and is used for driving the wing assembly to flap up and down; the wing vein driving assembly is arranged in the first groove of the fuselage plate and is used for driving the wing assembly to move horizontally and longitudinally; the tail wing assembly is arranged at the tail of the fuselage plate and can flip up and down; the receiver is arranged in the fuselage cavity of the fuselage plate; and the battery is arranged in the second groove of the fuselage plate. The dynamic variable-wing bionic aircraft can adjust the structural state of the wing in the process of flight, and can adjust the shape of the wing in real time to achieve the best flight state.

Description

Technical Field

[0001] This invention belongs to the field of aircraft technology, specifically relating to a dynamic variable-wing bionic aircraft. Background Technology

[0002] Aircraft devices are widely used and can be mainly classified into fixed-wing, rotary-wing, and flapping-wing types according to their structural type. Fixed-wing aircraft can fly stably at high speeds and are mostly used in civil airliners and fighter jets. Rotary-wing UAVs can take off and land vertically and hover, and have high stability, so they are mostly used for aerial photography. Since the first two types of aircraft have relatively low flight energy consumption and cannot be miniaturized, they have high requirements for the flight space environment. Therefore, researching how to improve the energy efficiency and miniaturization of aircraft to adapt to various complex terrains and environments has become an important aspect of aircraft design. Summary of the Invention

[0003] Technical problem to be solved: In view of the above-mentioned technical problems, the present invention provides a dynamic variable wing bionic aircraft, which can effectively solve the shortcomings of the above-mentioned aircraft, such as low flight energy consumption, inability to achieve miniaturization, and high requirements for the flight space environment.

[0004] Technical Solution: A dynamic variable-wing biomimetic aircraft, comprising a fuselage assembly, a reduction gear mechanism, a wing assembly, a wing vein drive assembly, a tail assembly, a receiver, and a battery. The fuselage assembly includes a nose and a fuselage plate, the nose and fuselage plate being connected to form a nose cavity. The fuselage plate has a fuselage cavity, a first groove, and a second groove. The wing assembly is mounted on the fuselage plate. The reduction gear mechanism is located within the nose cavity and is used to drive the wing assembly to flap up and down. The wing vein drive assembly is located within the first groove of the fuselage plate and is used to drive the wing assembly to move laterally and longitudinally. The tail assembly is located at the tail of the fuselage plate and rotates up and down. The receiver is located within the fuselage cavity of the fuselage plate. The battery is located within the second groove of the fuselage plate.

[0005] Preferably, the machine head is connected to the machine body plate via a machine head connector and bolts.

[0006] Furthermore, the machine head connector consists of two identical square tube connectors.

[0007] Preferably, the fuselage assembly further includes a back fixing component I, a back fixing component II, two back fixing components III, a back shaft I, and a back shaft II. The back fixing component I, the back fixing component II, and the two back fixing components III are sequentially arranged on the fuselage plate along the direction from the front to the rear of the fuselage. One end of the back shaft I is connected to the back fixing component I, and the other end is connected to the back fixing component II. The two ends of the back shaft II are respectively arranged on the two back fixing components III.

[0008] Furthermore, the wing assembly includes wing I, wing II, a transverse vein, a longitudinal vein, a transverse vein end fixing post, a longitudinal vein end fixing post I, a longitudinal vein end fixing post II, a piezoelectric element, an electro-actuated polymer drive element, a moving block I, a moving block II, an airfoil I, and an airfoil II. Airfoil I is connected to the fuselage back shaft I and the fuselage back shaft II respectively via wing I. Airfoil II is mirror symmetrical to airfoil I and is connected to the fuselage back shaft I and the fuselage back shaft II respectively via wing II. The transverse vein and the longitudinal vein are intersectingly arranged on the lower surfaces of airfoil I and airfoil II. The transverse vein is connected to airfoil I or airfoil II via the transverse vein end fixing post. The longitudinal vein is connected to airfoil I or airfoil II via the longitudinal vein end fixing post I and the longitudinal vein end fixing post II. The moving block I is arranged on the longitudinal vein, and the moving block II is arranged on the transverse vein. Electro-actuated polymer drive elements are provided at the intersections of the moving block I, the moving block II, and the wing veins. The piezoelectric element is arranged on the transverse vein.

[0009] Furthermore, the wing pulse drive assembly includes a transverse pulse drive mechanism and a longitudinal pulse drive mechanism. The transverse pulse drive mechanism includes a servo motor I, a synchronous gear, a synchronous belt, a guide rail rod, a guide rail seat, a transverse drive connector, and a transverse drive connecting shaft. The servo motor I is mounted on the fuselage plate. Two synchronous gears are respectively connected to the servo motor I and the fuselage plate, and the two synchronous gears are connected by a synchronous belt. One end of the guide rail rod is connected to the fuselage back fixing member II, and the other end is connected to the fuselage back fixing member III near the nose. The guide rail seat is slidably connected to the two guide rail rods and fixedly connected to the synchronous belt. One end of the transverse drive connector is connected to the guide rail seat through a transverse drive connecting shaft. One end is connected to the transverse pulse; the longitudinal pulse drive mechanism includes a servo motor II, a rope loop I, a rope loop II, a pull rope, and a spring. The servo motor II is mounted on the fuselage plate. The rope loop I is connected to the servo motor II. The rope loop II is connected to the fuselage back shaft I. There are two pull ropes, one end of which is connected to the rope loop I, and the other end passes around the rope loop II and is connected to the longitudinal pulse end fixing post II on the wing surface I and the wing surface II, respectively. There are two springs, namely the first spring and the second spring. The wing I is connected to the longitudinal pulse end fixing post II on the wing surface I through the first spring, and the wing II is connected to the longitudinal pulse end fixing post II on the wing surface II through the second spring.

[0010] Furthermore, the reduction mechanism includes a reduction mounting frame, a three-stage reduction gear set, four bearings, a gear shaft assembly, four gear connecting parts, a connecting pipe, and a motor. The three-stage reduction gear set includes gear I, gear II, two gears III, gear IV, and two gears V. The gear shaft assembly includes gear shaft I, gear shaft II, gear shaft III, and gear shaft IV. The four bearings and the motor are all mounted on the reduction mounting frame. Gear shaft I, gear shaft II, gear shaft III, and gear shaft IV are respectively interference-fitted to the four bearings. The two ends of gear shaft I are respectively connected to gear II and one gear III, and the two ends of gear shaft II are respectively connected to another gear. Gear III and gear IV are connected. One end of gear shaft III is connected to gear V, and gear shaft IV is connected to another gear V. Gear I is connected to the motor and meshes with gear II to achieve first-stage reduction. Gear III meshes with gear IV to achieve second-stage reduction. Gear III meshes with gear V to achieve third-stage reduction. Every two toothed wing connectors are connected by a connecting pipe to form a toothed wing connector group. One end of one toothed wing connector group is connected to wing I, and the other end is connected to gear V. One end of another toothed wing connector group is connected to wing II, and the other end is connected to the remaining gear V.

[0011] Preferably, the tail assembly includes a tail fin, a tail fin linkage, a servo motor III, a servo motor connecting block, and a wing surface III. The tail fin is located at the rear of the fuselage plate. One end of the tail fin linkage is connected to the tail fin, and the other end is connected to the servo motor III via the servo motor connecting block. The wing surface III is located on the tail fin.

[0012] Beneficial effects: 1) The cross pulse drive mechanism is connected to two cross pulses, enabling real-time adjustment of the cross pulse position during the flight of the aircraft, thereby changing the overall stiffness of the wings and ensuring that the deformation of the wings can reach the best effect under various flapping frequencies, thus improving the energy efficiency of the aircraft.

[0013] 2) The longitudinal pulse drive mechanism is connected to two longitudinal pulses, enabling real-time adjustment of the position of the longitudinal pulses during the flight of the aircraft, thereby changing the overall stiffness of the wings and ensuring that the deformation of the wings can achieve the best effect under various flapping frequencies, thus improving the energy efficiency of the aircraft.

[0014] 3) Piezoelectric components are installed at the wingtips of the wings to drive the wingtips to bend, thereby adjusting the spanwise curvature of the aircraft, resulting in relatively high energy consumption of the aircraft;

[0015] 4) The electro-actuated polymer drive can change the camber of the wings in real time during the flight of the aircraft by expanding through electrical connection. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the overall structure of the dynamic variable-wing bionic aircraft of the present invention;

[0017] Figure 2 This is a structural diagram of the fuselage components;

[0018] Figure 3 This is a schematic diagram of the speed reduction mechanism;

[0019] Figure 4 This is a front view of the deceleration mechanism;

[0020] Figure 5 This is a rear view of the speed reduction mechanism;

[0021] Figure 6 This is a schematic diagram of the overall structure of the wing assembly;

[0022] Figure 7 This is a schematic diagram of the wing structure;

[0023] Figure 8 A schematic diagram of the wing vein drive assembly;

[0024] Figure 9 Top view of the wing vein drive assembly;

[0025] Figure 10 Detailed diagram of the wing vein drive assembly;

[0026] Figure 11 Left view of the tail fin assembly, battery, and receiver;

[0027] Figure 12 An angled view of the tail fin assembly, battery, and receiver;

[0028] Figure 13 This is a structural diagram of the rope loop II, the moving block I, and the moving block II;

[0029] Figure 14 This is a schematic diagram of the connection method for an electro-actuated polymer drive.

[0030] The numbers in the diagram are as follows: 1. Fuselage assembly; 11. Fuselage plate; 12. Nose; 13. Nose connector; 14. Back fastener I; 15. Back fastener II; 16. Back fastener III; 17. Back shaft I; 18. Back shaft II; 2. Reduction mechanism; 21. Reduction mounting bracket; 22. Three-stage reduction gear set; 221. Gear I; 222. Gear II; 223. Gear III; 224. Gear IV; 225. Gear V; 23. Bearing; 24. Gear shaft assembly; 241. Gear shaft I; 242. Gear shaft II; 243. Gear shaft III; 244. Gear shaft IV; 25. Gear blade connector; 26. Connecting pipe; 27. Motor; 3. Wing assembly; 31. Wing I; 32. Wing II; 33. Cross fin; 34. Longitudinal fin; 35. Cross fin end fixing post. 36. Longitudinal pulse end fixing post I; 37. Longitudinal pulse end fixing post II; 38. Piezoelectric component; 39. Electro-actuated polymer drive component; 310. Moving block I; 311. Moving block II; 312. Wing surface I; 313. Wing surface II; 4. Wing pulse drive assembly; 41. Cross pulse drive mechanism; 411. Servo I; 412. Synchronous gear; 413. Synchronous belt; 414. Guide rail rod; 415. Guide rail seat; 416. Cross drive connector; 417. Cross drive connecting shaft; 42. Longitudinal pulse drive mechanism; 421. Servo II; 422. Rope loop I; 423. Rope loop II; 424. Pull rope; 425. Spring; 5. Tail fin assembly; 51. Tail fin; 52. Tail fin connecting rod; 53. Servo III; 54. Servo connecting block; 55. Wing surface III; 6. Receiver; 7. Battery. Detailed Implementation

[0031] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments: Example 1

[0032] like Figures 1-14 As shown, a dynamic variable-wing biomimetic aircraft includes a fuselage assembly 1, a reduction gear 2, a wing assembly 3, a wing pulse drive assembly 4, a tail assembly 5, a receiver 6, and a battery 7.

[0033] The aforementioned fuselage assembly 1 includes a fuselage plate 11, a fuselage head 12, a fuselage head connector 13, a fuselage back fixing component I 14, a fuselage back fixing component II 15, two fuselage back fixing components III 16, a fuselage back shaft I 17, and a fuselage back shaft II 18. The fuselage plate 11 is a single, complete plate with a fuselage cavity, a first groove, and a second groove for fixing other parts. The fuselage head connector 13 consists of two identical square tubular connectors, which are bolted to the fuselage plate 11 to ensure no relative movement between them. The two ends of the fuselage head 12 are respectively connected to the two fuselage head connectors 13. The machine is fixedly connected to ensure no relative movement. The machine back fastener I14, machine back fastener II15 and two machine back fasteners III16 are bolted to the body plate 11 in sequence from the head to the tail. One end of the machine back shaft I17 is interference-fitted to the machine back fastener I14 and the other end is interference-fitted to the machine back fastener II15 to ensure its levelness. The two machine back fasteners III16 are interference-fitted to each other through the machine back shaft II18 to ensure the levelness of the machine back shaft II18 and to ensure that the central axes of the machine back shaft I17 and the machine back shaft II18 are on the same horizontal line.

[0034] The aforementioned reduction mechanism 2 includes a reduction mounting frame 21, a three-stage reduction gear set 22, bearings 23, a gear shaft assembly 24, four toothed connecting parts 25, a connecting pipe 26, and a motor 27. The three-stage reduction gear set 22 includes gear I 221, gear II 222, gear III 223, gear IV 224, and gear V 225. The gear shaft assembly 24 includes gear shaft I 241, gear shaft II 242, gear shaft III 243, and gear shaft IV 244.

[0035] The deceleration mounting bracket 21 is bolted to the body plate 11 to ensure verticality. The deceleration mounting bracket 21 has a multi-hole structure for installing bearings 23. There are four bearings 23 of the same type, which are interference-fitted into the holes of the deceleration mounting bracket 21 to ensure that the central axis of the bearing 23 is horizontal.

[0036] Gear shaft I 241 is interference-fitted with the first bearing, with its middle section coinciding with the hole of the first bearing and both ends exposed for connecting gears; gear shaft II 242 is interference-fitted with the second bearing, with its middle section coinciding with the hole of the second bearing and both ends exposed for connecting gears; gear shaft III 243 is interference-fitted with the third bearing, with one end of gear shaft III 243 coinciding with the hole of the third bearing and the other end connected to a gear; gear shaft IV 244 is interference-fitted with the fourth bearing, with one end of gear shaft IV 244 coinciding with the hole of the fourth bearing and the other end connected to a gear; motor 27 is interference-fitted with the holes of the reduction gear holder 21 to ensure the levelness of motor 27;

[0037] Gear I 221 is interference-fitted with the motor 27 shaft to ensure synchronous rotation of the motor 27 and gear I 221; Gear II 222 is interference-fitted with gear shaft I 241, and gear II 222 and gear I 221 are located on the same side of the reduction frame 21. Gear II 222 meshes with gear I 221 to achieve the first stage of reduction; there are two gears III 223, namely the first gear III and the second gear III. The first gear III is interference-fitted with gear shaft I 241, and the first gear III and gear II are located on opposite sides of the reduction frame 21; Gear IV 224 is interference-fitted with gear shaft II 242, and gear IV 224 is located on the same side of the reduction frame 21 as the first gear III. Gear IV 224 meshes with gear shaft II 242 to achieve the first stage of reduction. The first gear III meshes and rotates to achieve the second stage of reduction. The second gear III is interference-fitted with gear shaft II 242, and the second gear III and gear IV 224 are located on opposite sides of the reduction frame 21. There are two gears V 225, namely the first gear V and the second gear V. The first gear V is interference-fitted with gear shaft III 243 to ensure that gear IV 224 and gear shaft III 243 rotate synchronously. The first gear V and the second gear III are located on the same side of the reduction frame 21 and rotate through gear meshing to achieve the third stage of reduction. The second gear V is interference-fitted with gear shaft IV 244 to ensure that the second gear V and gear shaft IV 244 rotate synchronously. The two gears V 225 mesh with each other to ensure synchronous transmission.

[0038] There are four toothed wing connectors 25, which are arranged in pairs and are interference-fitted with connecting pipes 26 to form two toothed wing connector groups. This ensures that there is no relative movement between the toothed wing connectors 25 and connecting pipes 26 in the two toothed wing connector groups. The two ends of one toothed wing connector group are connected to a gear V225 and wing I 31 respectively by bolts. The two ends of the other toothed wing connector group are connected to another gear V225 and wing II 32 respectively by bolts.

[0039] When motor 27 is operating, gear I 221, which is interference-fitted with it, rotates synchronously. Gear II 222 meshes with gear I 221. The rotation of gear I 221 drives the rotation of gear II 222. Gear II 222 and gear I 221 have different numbers of teeth, achieving the function of the first stage of speed reduction. The rotation of gear II 222 drives the rotation of gear shaft I 241, which is interference-fitted with it, and the first gear III 223, which is interference-fitted with gear shaft I 241, rotates synchronously. The rotation of the first gear III 223 drives the synchronous rotation of gear IV 224, which meshes with it. The first gear III 223 and gear IV 224 have different numbers of teeth, achieving the function of the second stage of speed reduction. Gear IV 224 is interference-fitted with gear shaft II 242, and gear shaft II 242 is interference-fitted with the second gear III 223. The rotation of gear IV 224 synchronously drives the rotation of the second gear III 223. The gear V225, which is interference-fitted with gear shaft III243, meshes with the second gear III223 for transmission. Gear III223 and gear V225 have different numbers of teeth, achieving the function of third-stage reduction. The gear V225, which is interference-fitted with gear shaft IV244, meshes with the gear V225 interference-fitted on gear shaft III243 for transmission, achieving synchronous rotation of the two gears V225. The two sets of toothed wing connectors formed by the four wing connectors 25 and the two connecting pipes 26 drive the two sets of toothed wing connectors to move up and down through the rotation of the two gears V225, thereby causing the wings I31 and wing II32 to flap up and down.

[0040] The aforementioned wing assembly 3 includes wing I 31, wing II 32, cross vein 33, longitudinal vein 34, cross vein end fixing post 35, longitudinal vein end fixing post I 36, longitudinal vein end fixing post II 37, piezoelectric element 38, electro-actuated polymer drive element 39, moving block I 310, moving block II 311, wing surface I 312, and wing surface II 313.

[0041] Wing I 31 is connected to the first gear V via a toothed connector assembly, and wing II 32 is connected to the second gear V via another toothed connector assembly. There are two transverse veins 33, which are slidably connected to wing I and wing II respectively, ensuring that they slide longitudinally. There are two end fixing posts 35 of the transverse veins, which are connected to one end of the two transverse veins 33 via screws. The two end fixing posts 35 of the transverse veins are in line contact with wing I 31 and wing II 32 respectively. There are two cylindrical solid tubes 34, which are slidably connected to wing I and wing II respectively, ensuring that they slide laterally. There are two end fixing posts I 36 of the longitudinal veins, which are connected to the rear end of the two longitudinal veins 34 via screws. The two end fixing posts I 36 of the longitudinal veins are in line contact with wing I 31 and wing II 32 respectively. There are two longitudinal vein end fixing posts II 37, which are interference-fitted to the front ends of the two longitudinal veins 34 respectively, and move laterally synchronously with the longitudinal veins 34; there are four piezoelectric elements 38, two in a group, which are bonded to the outer ends of the two transverse veins 33 respectively, ensuring that the piezoelectric element 38 can be energized to bend the outer ends of the transverse veins 33; there are four moving blocks I 310, two on each of wing I 31 and wing II 32, all of which are interference-fitted to the longitudinal veins 34 and move laterally synchronously with the longitudinal veins 34; there are four moving blocks II 311, two on each of wing I 31 and wing II 32, all of which are interference-fitted to the transverse veins 33 and move longitudinally synchronously with the transverse veins 33; and an electro-actuated polymer drive 3... Nine are ten in total. Four are installed on each of the moving blocks I 310 and II 311, symmetrically distributed on both sides of the fuselage plate 11. The remaining two are bonded to the intersection of the wing veins of wing I 31 and wing II 32, respectively. The electro-actuated polymer drive 39 shrinks and deforms after being energized. Wing surface I 312 covers the upper surface of wing I 31 and is bonded to wing I 31. Wing surface II 313 covers the upper surface of wing II 32 and is bonded to wing II 32. Wing surface I 312 and wing surface II 313 are in close contact with the electro-actuated polymer 39, and the surfaces of wing surface I 312 and wing surface II 313 deform as the electro-actuated polymer drive 39 deforms.

[0042] When the deceleration mechanism 2 drives wings I 31 and II 32 to flap up and down, the transverse veins 33, longitudinal veins 34, transverse vein end fixing posts 35, longitudinal vein end fixing posts I 36, longitudinal vein end fixing posts II 37, piezoelectric elements 38, electro-actuated polymer drive elements 39, moving blocks I 310, moving blocks II 311, wing surfaces I 312, and wing surfaces II 313 flap up and down synchronously. The two transverse veins 33 move synchronously up and down longitudinally under the drive of the transverse vein drive mechanism 41. The four piezoelectric elements 38, two moving blocks I 310, and four moving blocks II 311 in contact with the transverse veins 33 move synchronously up and down longitudinally with the transverse veins 33. The longitudinal vein drive mechanism 42 drives the two longitudinal veins 34 to move laterally left and right. The longitudinal vein end fixing posts I 36, longitudinal vein end fixing posts II 37, and four moving blocks I 310 connected to the longitudinal veins 34 move synchronously left and right laterally. While the piezoelectric element 38 moves longitudinally, it drives one end of the two transverse veins 33 to bend, causing wings I 31 and wing II 32 to bend laterally. The ten electro-actuated polymer actuators 39 contract and deform after being energized, causing wing surface I 312 and wing surface II 313 to deform.

[0043] The wing pulse drive assembly 4 includes a transverse pulse drive mechanism 41 and a longitudinal pulse drive mechanism 42. The transverse pulse drive mechanism 41 includes a servo motor I 411, a synchronous gear 412, a synchronous belt 413, a guide rail rod 414, a guide rail seat 415, a transverse drive connector 416, and a transverse drive connecting shaft 417. The longitudinal pulse drive mechanism 42 includes a servo motor II 421, a rope winding loop I 422, a rope winding loop II 423, a pull rope 424, and a spring 425. There are two transverse drive connectors 416, which are bolted to the two transverse pulses 33 respectively. The connecting shaft 417 is clearance-fitted with the transverse drive connector 416 and interference-fitted with the guide rail seat 415. The two transverse drive connectors 416 can rotate around the transverse drive connecting shaft 417. There are two guide rail rods 414, with their ends interference-fitted with the fuselage back fixing member II 15 and the fuselage back fixing member III 16 near the fuselage head, respectively, to ensure that they are at the same level and that the two guide rail rods 414 are at the same height, keeping them parallel to the fuselage plate 11. The guide rail seat 415 slidably connects the two guide rail rods 414 to ensure levelness and allows sliding on the guide rail rods 414. The guide rail seat 415 is fixedly connected to the synchronous belt 416, and the two ends of the synchronous belt 416 are meshed with two synchronous gears 412 to ensure the levelness and tension of the synchronous belt 416. One synchronous gear 412 is fixedly connected to the servo motor I 411, and the servo motor I 411 is fixedly connected to the fuselage plate 11 by screws. Servo motor II 421 is fixedly connected to fuselage plate 11 by bolts and is fixedly connected to rope loop I 422. Rope loop I 422 rotates synchronously with servo motor II 421. One end of rope loop I 422 is glued to pull rope 424. Rope loop II 423 is interference-fitted to back shaft I 17 and slides in contact with pull rope 424. There are two pull ropes 424, one end of which is glued to rope loop I 422. The middle section of pull rope 424 slides in contact with rope loop II 423. The other end is fixedly connected to two longitudinal vein end fixing posts II 37 respectively, and the tension of pull rope 424 is maintained. There are two springs 425, namely the first spring and the second spring. Wing I 31 is connected to longitudinal vein end fixing post II 37 on wing surface I 312 through the first spring. Wing II 32 is connected to longitudinal vein end fixing post II 37 on wing surface II 313 through the second spring.

[0044] Servo motor I 411 drives the fixedly connected synchronous gear 412 to rotate, which in turn drives the synchronous belt 413 to rotate, and simultaneously drives another synchronous gear 412 to rotate. The synchronous belt 413 drives the guide rail seat 415 to move, which in turn drives the guide rail rod 414, guide rail seat 415, transverse drive connector 416, transverse drive connecting shaft 417, and transverse pulse 33 to move longitudinally. The transverse pulse 33 moves back and forth through the forward and reverse rotation of servo motor I 411. Servo motor II 412 drives the body ring I 422 to rotate, which in turn pulls the longitudinal pulse end fixing part II 37 to move, which drives the longitudinal pulse 34 to move laterally. The longitudinal pulse 34 moves left and right laterally through the forward and reverse rotation of servo motor II 412 in cooperation with spring 425.

[0045] The tail assembly 5 includes a tail fin 51, a tail fin linkage 52, a servo motor III 53, a servo motor connecting block 54, and a wing surface III 55. The tail fin 51 is bolted to the fuselage plate 11 to ensure it can be lowered and flipped up and down. One end of the tail fin linkage 52 is connected to the tail fin 51, and the other end is connected to the servo motor connecting block 54. The servo motor connecting block 54 is fixedly connected to the servo motor III 53 with screws. The servo motor III 53 is fixedly connected to the fuselage plate 11 with screws. The servo motor III 53 drives the servo motor connecting block 54.

[0046] The receiver 6 is fixedly connected to the fuselage plate 11, and the receiver can control the motor 27, servo motor I 411, servo motor II 421, servo motor III 53, piezoelectric element 38 and electro-actuated polymer drive element 39.

[0047] Battery 7 is fixedly connected to the body plate 11 and provides power to receiver 6, motor 27, servo motor I 411, servo motor II 421, servo motor III 53, piezoelectric component 38 and electro-actuated polymer drive component 39.

[0048] The working principle of this invention is as follows:

[0049] When receiver 6 receives a signal, drive motor 27 to rotate, which drives gear V 225 to rotate through three-stage reduction gear set 22. Through two sets of connectors formed by toothed wing connector 25 and connecting pipe 26, the rotational motion of gear V is converted into the up-and-down flapping of wings I and wings II.

[0050] Receiver 6 drives servo motor I 411, which drives synchronous gear 412 to rotate. Synchronous gear 412 drives synchronous belt 413 to move. Synchronous belt 413 drives guide rail 415 to move. Guide rail 415 drives transverse drive connector 416 to move. Transverse drive connector 416 drives transverse pulse to move. By rotating servo motor I 411 in both directions, the transverse pulse is driven to move back and forth longitudinally. Receiver 6 drives servo motor II 421, which rotates the rope loop I 422. The rope loop I 422 moves the pull rope 424. The pull rope 424 slides and rubs against the rope loop II 423. When the pull rope 424 is taut, it moves the longitudinal vein end fixing post II 37 closer to the fuselage plate 11. The longitudinal vein end fixing post II 37 moves the longitudinal vein 34 closer to the fuselage plate 11, and the spring 425 is stretched. When the pull rope 424 is slack, the spring 425 elastically contracts, moving the longitudinal vein end fixing post II 37 away from the fuselage plate 11. The longitudinal vein end fixing post II 37 moves the longitudinal vein 34 away from the fuselage plate 11.

[0051] Receiver 6 drives piezoelectric element 38, causing the end of cross pulsator 33 away from fuselage plate 11 to bend. The bending of cross pulsator 33 causes wing surface I 312 and wing surface II 313 to bend. Receiver 6 drives electro-actuated polymer actuator 39 to retract and deform, thereby causing wing surface I 312 and wing surface II 313 to deform. Receiver 6 drives servo motor III 53 to rotate. Servo motor III 53 drives tail fin linkage 52 to move, thereby causing tail fin 51 to flip up and down.

[0052] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A dynamic variable-wing biomimetic aircraft, characterized by: It includes fuselage assembly (1), deceleration mechanism (2), wing assembly (3), wing pulse drive assembly (4), tail assembly (5), receiver (6) and battery (7). The fuselage assembly (1) includes a head (12) and a fuselage plate (11). The head (12) is connected to the fuselage plate (11) to form a head cavity. The fuselage plate (11) is provided with a fuselage cavity, a first groove and a second groove. The fuselage assembly (1) also includes a back fixing component I (14), a back fixing component II (15), two back fixing components III (16), a back shaft I (17) and a back shaft II (18). The back fixing component I (14), the back fixing component II (15) and the two back fixing components III (16) are arranged sequentially on the fuselage plate (11) from the head (12) to the tail. One end of the back shaft I (17) is connected to the back fixing component I (14) and the other end is connected to the back fixing component II (15). The two ends of the back shaft II (18) are respectively arranged on the two back fixing components III (16). The wing assembly (3) is mounted on the fuselage plate (11); the wing assembly (3) includes wing I (31), wing II (32), transverse vein (33), longitudinal vein (34), transverse vein end fixing post (35), longitudinal vein end fixing post I (36), longitudinal vein end fixing post II (37), piezoelectric element (38), electro-actuated polymer drive element (39), moving block I (310), moving block II (311), wing surface I (312) and wing surface II (313). The wing surface I (312) is connected to the fuselage back shaft I (17) and the fuselage back shaft II (18) respectively through wing I (31). The wing surface II (313) is mirror symmetrical to the wing surface I (312) and is connected to the fuselage back shaft I (17) and the fuselage back shaft II (18) respectively through wing II (32). 18) The transverse vein (33) and longitudinal vein (34) are intersected on the lower surfaces of wing surface I (312) and wing surface II (313). The transverse vein (33) is connected to wing surface I (312) or wing surface II (313) through the transverse vein end fixing post (35). The longitudinal vein (34) is connected to wing surface I (312) or wing surface II (313) through the longitudinal vein end fixing post I (36) and the longitudinal vein end fixing post II (37). The moving block I (310) is set on the longitudinal vein (34). The moving block II (311) is set on the transverse vein (33). The moving block I (310), the moving block II (311) and the intersection of the wing vein are all provided with an electro-actuated polymer drive (39). The piezoelectric element (38) is set on the transverse vein (33). The deceleration mechanism (2) is located inside the nose cavity and is used to drive the wing assembly (3) to flap up and down; The wing pulse drive assembly (4) is disposed in the first groove of the fuselage plate (11) and is used to drive the wing assembly (3) to move laterally and longitudinally. The wing pulse drive assembly (4) includes a transverse pulse drive mechanism (41) and a longitudinal pulse drive mechanism (42). The transverse pulse drive mechanism (41) includes a servo motor I (411), a synchronous gear (412), a synchronous belt (413), a guide rail rod (414), a guide rail seat (415), a transverse drive connector (416), and a transverse drive connecting shaft (417). The servo motor I (411) is disposed in the first groove of the fuselage plate (11) and is used to drive the wing assembly (3) to move laterally and longitudinally. On the fuselage plate (11), two synchronous gears (412) are connected to the servo motor I (411) and the fuselage plate (11) respectively, and the two synchronous gears (412) are connected by a synchronous belt (413). One end of the guide rod (414) is connected to the fuselage back fixing part II (15), and the other end is connected to the fuselage back fixing part III (16) near the nose (12). The guide rail seat (415) is slidably connected to the two guide rail rods (414) and fixedly connected to the synchronous belt (413). One end of the transverse drive connector (416) is connected to... The guide rail seat (415) is connected via a transverse drive connecting shaft (417), and the other end is connected to the transverse pulse (33); the longitudinal pulse drive mechanism (42) includes a servo motor II (421), a rope loop I (422), a rope loop II (423), a pull rope (424), and a spring (425). The servo motor II (421) is mounted on the fuselage plate (11). The rope loop I (422) is connected to the servo motor II (421). The rope loop II (423) is connected to the back shaft I (17). The pull rope (424) consists of two ropes. One end is connected to the loop I (422), and the other end passes around the loop II (423) and is connected to the longitudinal vein end fixing post II (37) on the wing surface I (312) and the wing surface II (313) respectively. There are two springs (425), namely the first spring and the second spring. The wing I (31) is connected to the longitudinal vein end fixing post II (37) on the wing surface I (312) through the first spring, and the wing II (32) is connected to the longitudinal vein end fixing post II (37) on the wing surface II (313) through the second spring. The tail fin assembly (5) is located at the rear of the fuselage plate (11) and rotates up and down. The receiver (6) is disposed inside the fuselage cavity of the fuselage plate (11); The battery (7) is disposed in the second groove of the body plate (11).

2. The dynamic variable-wing bionic aircraft according to claim 1, characterized in that: The machine head (12) is connected to the body plate (11) by a machine head connector (13) and bolts.

3. The dynamic variable-wing bionic aircraft according to claim 2, characterized in that: The head connector (13) consists of two identical square tube connectors.

4. The dynamic variable-wing bionic aircraft according to claim 1, characterized in that: The deceleration mechanism (2) includes a deceleration fixing frame (21), a three-stage reduction gear set (22), four bearings (23), a gear shaft set (24), four toothed connecting parts (25), a connecting pipe (26), and a motor (27). The three-stage reduction gear set (22) includes gear I (221), gear II (222), two gears III (223), gear IV (224), and two gears V (225). The gear shaft set (24) includes gear shaft I (241), gear shaft II (242), gear shaft III (243), and gear shaft IV (244). Four bearings (23) and a motor (27) are mounted on a reduction gear frame (21). Gear shaft I (241), gear shaft II (242), gear shaft III (243), and gear shaft IV (244) are respectively interference-fitted to the four bearings (23). The two ends of gear shaft I (241) are respectively connected to gear II (222) and gear III (223). The two ends of gear shaft II (242) are respectively connected to another gear III (223) and gear IV (224). One end of gear shaft III (243) is connected to a gear V (225). Gear shaft IV (244) is connected to another gear V (225). (221) is connected to the motor (27), and gear I (221) meshes with gear II (222) to achieve first-level reduction; gear III (223) meshes with gear IV (224) to achieve second-level reduction; gear III (223) meshes with gear V (225) to achieve third-level reduction. Each pair of toothed wing connectors (25) are connected by a connecting pipe (26) to form a toothed wing connector group. One end of one toothed wing connector group is connected to wing I (31), and the other end is connected to one gear V (225). One end of another toothed wing connector group is connected to wing II (32), and the other end is connected to the remaining gear V (225).

5. The dynamic variable-wing bionic aircraft according to claim 1, characterized in that: The tail assembly (5) includes a tail fin (51), a tail fin link (52), a servo motor III (53), a servo motor connecting block (54), and a wing surface III (55). The tail fin (51) is located at the rear of the fuselage plate (11). One end of the tail fin link (52) is connected to the tail fin (51), and the other end is connected to the servo motor III (53) through the servo motor connecting block (54). The wing surface III (55) is located on the tail fin (51).

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