Bionic biplane aircraft flapping mechanism and working method thereof

Abstract

The application relates to a flapping mechanism of a bionic two-wing aircraft and a working method thereof. The flapping mechanism comprises a base, a first wing, a second wing and a transmission mechanism. The transmission mechanism comprises a motor, the output end of the motor is connected with a transmission gear, the transmission gear comprises a first transmission gear and a second transmission gear, the first transmission gear is an incomplete gear, and the first transmission gear is provided with a first wing seat and a second wing seat on both sides. A first gear and a first pulley are installed on the first wing seat, a second gear and a second pulley are installed on the second wing seat, the first pulley is in transmission cooperation with the second pulley through a transmission component, and the base is provided with a first elastic component and a second elastic component between the first wing seat and the second wing seat. The application can solve the problems of the asymmetric wing periodic motion of the bionic aircraft, the vibration caused by the connecting rod mechanism used by the existing flapping mechanism, and the problems of the rope-pulley flapping mechanism and the rope-pulley connecting rod flapping mechanism, such as the great installation difficulty and great energy consumption.

Description

Technical Field

[0001] This invention relates to the field of biomimetic micro-aircraft technology, specifically to a flapping mechanism for a biomimetic biplane aircraft and its working method. Background Technology

[0002] Bionic micro-aircraft generate aerodynamic lift by flapping their wings to overcome gravity and achieve flight. Currently, the flapping wing drive mechanisms of bionic micro-aircraft can be divided into motor-based flapping wing drive mechanisms and smart material-based flapping wing drive mechanisms.

[0003] Drive mechanisms based on smart materials include shape memory alloys, shape memory polymers, electrochemically-mechanically conductive polymers, piezoelectric materials, and dielectric materials. Among these, shape memory alloys, shape memory polymers, and electrochemically-mechanically conductive polymers suffer from slow response times. While piezoelectric actuators and dielectric elastomers offer advantages such as fast response, low power consumption, high output force, and high positioning accuracy, they generate relatively less lift, making controlled flight more difficult.

[0004] Motor-based flapping wing drive mechanisms mainly include single-crank double-rocker mechanisms, double-crank double-rocker mechanisms, crank-slider mechanisms, crank-pulley structures, and rope-pulley transmission mechanisms. Among these, the single-crank double-rocker mechanism uses a rotating crank that, through a connecting rod, causes two rockers to swing. This mechanism is simple in structure and has high transmission efficiency, but it suffers from asymmetrical flapping wing phases, leading to uneven forces on both sides of the aircraft and affecting its stability. The double-crank double-rocker mechanism uses gears to rotate the two cranks, which in turn drive the rockers to flap. The crank-slider mechanism uses a crank that, through a connecting rod, drives a central slider, which in turn drives the two rockers to flap reciprocate. Compared to the single-crank double-rocker mechanism, while it addresses the asymmetrical flapping wing phases to some extent, it cannot solve the problem of asymmetrical movement of a single wing within a single motion cycle, nor the vibration issues caused by the connecting rod mechanism. The crank-pulley structure still uses a linkage mechanism to achieve the periodic reciprocating motion of the main pulley. A rope connects the main pulley and the driven pulley, utilizing the rope's flexibility to further improve the asymmetry of the wing's motion within a single cycle and absorb the vibration effects caused by the linkage. However, this mechanism still cannot completely overcome the asymmetry of wing motion within a single cycle caused by the quick-return characteristic of the linkage mechanism. The rope-pulley mechanism, without a linkage, can solve the wing motion characteristic problem caused by the quick-return characteristic of the aircraft's linkage mechanism, but its installation is extremely complex. Summary of the Invention

[0005] To address the problems of asymmetric motion during the wing cycle, vibration caused by linkage mechanisms, and high design and installation difficulty and energy consumption of flapping mechanisms in biomimetic aircraft, this invention proposes a flapping mechanism for a biomimetic biplane aircraft and its working method.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] In a first aspect of the invention, a flapping mechanism for a biomimetic biplane aircraft is disclosed.

[0008] The flapping mechanism of the biomimetic biplane aircraft includes a base, a first wing and a second wing symmetrically arranged on both sides of the base, and a transmission mechanism mounted on the base for providing lift to the aircraft.

[0009] The transmission mechanism includes a motor; the output end of the motor is connected to a transmission gear; the transmission gear includes a first transmission gear and a second transmission gear arranged sequentially; the first transmission gear is an incomplete gear; a first wing seat and a second wing seat are respectively arranged on both sides of the first transmission gear. A first gear and a first pulley are sequentially mounted on the first wing seat; a second gear and a second pulley are sequentially mounted on the second wing seat; the first pulley is in transmission cooperation with the second pulley through a transmission component; a first elastic component and a second elastic component are respectively arranged between the base and the first wing seat and the second wing seat.

[0010] Furthermore, the flapping mechanism also includes a top cover; the top cover includes a top cover body and a support component disposed on the top cover body; the top cover body is provided with a first shaft hole, a second shaft hole and a third shaft hole.

[0011] Furthermore, the base includes a base body and a motor mounting component disposed on the base body; the base body includes a first base and a second base disposed in a stepped manner; a first connecting shaft, a second connecting shaft and a third connecting shaft are disposed on the first base; a fourth connecting shaft is disposed on the second base; a first elastic component mounting hole and a second elastic component mounting hole are disposed on the outer walls at both ends of the first base.

[0012] Furthermore, the motor includes a motor body and an output shaft disposed on the motor body.

[0013] Furthermore, the transmission mechanism also includes a motor gear and a double gear; the double gear includes an upper gear and a lower gear arranged sequentially from top to bottom; the motor gear is mounted on the output end of the motor, the lower gear meshes with the motor gear; and the upper gear meshes with the second transmission gear.

[0014] Furthermore, the motor gear is provided with a fourth shaft hole;

[0015] The upper gear and the lower gear are provided with a through fifth shaft hole;

[0016] The first transmission gear and the second transmission gear are provided with a through sixth shaft hole;

[0017] Both the first gear and the second gear are provided with a seventh shaft hole, an eighth shaft hole, a ninth shaft hole, and a tenth shaft hole;

[0018] The first pulley and the second pulley both include a pulley body and a pulley groove disposed on the outer periphery of the pulley body; the pulley body is provided with a first connecting shaft hole, a second connecting shaft hole, a third connecting shaft hole and a fourth connecting shaft hole;

[0019] Both the first wing seat and the second wing seat include a wing seat body and a wing seat extension disposed on one side of the wing seat body; the wing seat body is provided with an eleventh shaft hole and a twelfth shaft hole; the wing seat extension is provided with a thirteenth shaft hole and a first wing connecting shaft, a second wing connecting shaft and a third wing connecting shaft disposed along the outer periphery of the thirteenth shaft hole.

[0020] Furthermore, the first elastic component and the second elastic component have the same structure, both including an elastic body and a first connecting portion and a second connecting portion respectively disposed at both ends of the elastic body.

[0021] Furthermore, both the first wing and the second wing include a wing surface and a wing leading edge disposed on one side of the wing surface.

[0022] Furthermore, the conveying component is a rope or a conveyor belt; the first elastic component and the second elastic component are springs or torsion springs.

[0023] In a second aspect of the present invention, a method for operating the flapping mechanism of the above-mentioned biomimetic biplane aircraft is disclosed.

[0024] The method includes the following steps:

[0025] The motor drives the transmission mechanism to move, which in turn drives the first wing and the second wing to move, achieving periodic synchronous and symmetrical flapping of the first wing and the second wing. During the movement of the first wing and the second wing, the first wing seat and the second wing seat rotate. During the rotation of the first wing seat and the second wing seat, the first elastic component and the second elastic component compress and store energy, and release this energy to provide acceleration for the first wing and the second wing, assisting in the wing movement reversal.

[0026] Specifically, the above methods include:

[0027] S1. The motor starts and rotates clockwise at a constant speed. Driven by the motor, the motor gear rotates clockwise, the double gear meshing with the motor gear rotates counterclockwise, and the transmission gear rotates clockwise under the drive of the double gear.

[0028] S2. Assuming the middle tooth of the first transmission gear meshes with the first gear, and the first wing and the second wing are in a neutral position, the first transmission gear rotates clockwise, causing the first gear to rotate counterclockwise. The first wing seat connected to the first gear rotates counterclockwise, the first wing flaps down counterclockwise, and the first elastic component is compressed counterclockwise. Under the action of the transmission component, the second pulley drives the second wing seat to rotate clockwise, the second wing flaps down clockwise synchronously, and the second elastic component is compressed clockwise. The two elastic components store energy after being compressed.

[0029] S3. When the first transmission gear disengages from the first gear and is not engaged with the second gear, the two elastic components are further compressed under the inertia of the corresponding wing seats. At the same time, under the damping action of the elastic components, the first wing seat and the second wing seat accelerate and decelerate, thereby driving the first wing and the second wing to decelerate. When the speed of the first wing seat and the second wing seat is 0, the two elastic components and the transmission component begin to release energy, realizing the reversing acceleration of the first wing seat and the second wing seat, thereby driving the first wing and the second wing to realize the reversing acceleration.

[0030] S4. When the first transmission gear continues to rotate clockwise and meshes with the second gear, the second gear rotates counterclockwise, the second wing seat rotates counterclockwise, the second wing connected to the second wing seat flaps counterclockwise, the second elastic component is compressed counterclockwise, and under the drive of the second pulley, the first pulley rotates clockwise and drives the first wing seat to rotate clockwise, thereby realizing the clockwise upward flapping action of the first elastic component and the first wing.

[0031] S5. When the first transmission gear disengages from the second gear and is not engaged with the first gear, the two elastic components are further compressed under the inertia of the corresponding wing seats. At the same time, under the damping action of the elastic components, the first wing seat and the second wing seat accelerate and decelerate, thereby driving the first wing and the second wing to decelerate. When the speed of the first wing seat and the second wing seat is 0, the two elastic components and the transmission component begin to release energy, realizing the reversal acceleration of the first wing seat and the second wing seat, thereby driving the first wing and the second wing to realize the reversal acceleration.

[0032] S6. When the first transmission gear continues to rotate clockwise and meshes with the first gear, the wings on both sides begin to swoop down. After the first transmission gear has rotated one cycle, the wings on both sides return to the neutral position. That is, the wings on both sides complete a quarter swoop down motion, a half swoop up motion, and a quarter swoop down motion in sequence, thus completing a single cycle motion.

[0033] S7. The motor rotates counterclockwise at a constant speed under the power supply. The rotation direction of the gears and pulleys is opposite to that in steps S1-S6. The wing movement process is opposite to that in steps S1-S6, that is, it completes a quarter-cycle upward movement, a half-cycle downward movement, and a quarter-cycle upward movement in sequence, thereby realizing the single-cycle movement of the wing.

[0034] Compared with the prior art, the advantages of the present invention are:

[0035] This invention solves the problems of vibration caused by linkage mechanisms, asymmetry of wing periodic motion, and large energy loss.

[0036] First, by simplifying the rope drive reciprocating mechanism, the present invention reduces three pulleys to two pulleys, and only requires cross-winding of the rope to achieve symmetrical wing movement, which reduces the difficulty of winding the rope and can effectively improve the installation yield. Moreover, compared with the sinusoidal speed brought by the existing pulley rope drive mechanism and the linkage rope pulley mechanism, this structure can utilize the characteristics of gear transmission at the motor output end to maximize the maximum movement speed of the wings and improve the lift of the aircraft.

[0037] Secondly, addressing the issue that existing flapping mechanisms cannot achieve symmetrical movement of both wings, the transmission mechanism described in this invention, during wing movement, is constrained by the meshing of the transmission gear and two full-tooth gears. Under ideal conditions, this ensures the consistency of movement of both wings and the symmetry of the upper and lower half-cycle flapping of the wing. Furthermore, because of the gear transmission, the wings maintain high-speed movement for an extended period, which enhances lift—an advantage that existing mechanisms cannot achieve. By setting up the transmission mechanism, the motor rotates, driving the transmission gear through the gear set. The transmission gear meshes with the two full-tooth gears (the first gear and the second gear) of the last stage for half-cycle transmission. Synchronous transmission during the non-meshing half-cycle is achieved by the rotating gears of the last stage (the first gear and the second gear) driving the connected pulleys through a flexible transmission component. Ultimately, the wing's cyclic transmission is achieved through the cooperation of the gears and pulleys.

[0038] Furthermore, the elastic component in this invention primarily serves three functions: reducing energy consumption, extending gear set lifespan, and limiting wing movement. This invention uses an elastic component as the system's energy recovery mechanism. Designed at the resonant frequency, the elastic component significantly reduces the overall system energy. Additionally, while recovering energy during commutation, the elastic component provides acceleration for the fully geared wing, reducing energy dissipation from collisions between the incomplete and complete gears. In this invention, the elastic component is a spring, preferably a torsion spring. The spring design must ensure its resonant frequency matches the wing's movement frequency, utilizing the spring's resonance characteristics to reduce energy consumption. Simultaneously, the spring design must ensure sufficient elasticity to stop the wing's inertial motion, thus limiting wing movement. Moreover, when the first transmission gear disengages from the first gear and is not engaged with the second gear, the two elastic components are further compressed under the wing seat's inertia, storing energy while further accelerating and decelerating. During the energy release process, commutation acceleration is achieved. This process further reduces energy consumption while providing acceleration for the two fully geared winged winged winged wing, reducing hard-contact collisions and energy dissipation with the transmission gear, and contributing to an extended gear set lifespan. Attached Figure Description

[0039] Figure 1 This is a schematic diagram of the overall structure of the flapping mechanism of the biomimetic biplane aircraft in this invention;

[0040] Figure 2 This is a schematic diagram of the top cover structure in this invention;

[0041] Figure 3 This is a schematic diagram of the base structure in this invention;

[0042] Figure 4 This is a schematic diagram of the motor structure in this invention;

[0043] Figure 5 This is a schematic diagram of the transmission mechanism in this invention;

[0044] Figure 6 This is a schematic diagram of the wing structure in this invention;

[0045] Figure 7 This is a schematic diagram of the pulley structure in this invention;

[0046] Figure 8 This is a schematic diagram of the gear structure in this invention;

[0047] Figure 9 This is a schematic diagram of the structure of the wing support in this invention;

[0048] Figure 10 This is a schematic diagram of the double gear structure in this invention;

[0049] Figure 11This is a schematic diagram of the transmission gear in this invention;

[0050] Figure 12 This is a schematic diagram of the structure of the motor gear in this invention;

[0051] Figure 13 This is a schematic diagram of the torsion spring in this invention. Detailed Implementation

[0052] The present invention will be further described below with reference to the accompanying drawings:

[0053] like Figure 1 The invention illustrates a flapping mechanism for a biomimetic biplane aircraft. This mechanism includes a base 1-2, a first wing 1-5a and a second wing 1-5b symmetrically arranged on both sides of the base 1-2, and a transmission mechanism 1-4 mounted on the base 1-2 to provide lift for the aircraft. This invention employs an incomplete gear and pulley rope transmission structure, which solves the problem of asymmetrical motion characteristics of the two wings. By utilizing the resonance effect of the elastic components and the flexibility of the transmission component (rope), the vibration of the flapping mechanism and the energy consumption can be reduced.

[0054] like Figure 1 and Figure 5 As shown, the transmission mechanism 1-4 includes a motor 1-3; the output end of the motor 1-3 is connected to a transmission gear 5-3; the transmission gear 5-3 includes a first transmission gear 11-1 and a second transmission gear 11-2 arranged sequentially; the first transmission gear 11-1 is an incomplete gear; a first wing seat 5-6a and a second wing seat 5-6b are respectively arranged on both sides of the first transmission gear 11-1; a first gear 5-4a and a first pulley 5-5a are sequentially installed on the first wing seat 5-6a; a second gear 5-4b and a second pulley 5-5b are sequentially installed on the second wing seat 5-6b; the first pulley 5-5a is driven by the transmission component 5-7 and the second pulley 5-5b; a first elastic component 1-6a and a second elastic component 1-6b are respectively arranged between the base 1-2 and the first wing seat 5-6a and the second wing seat 5-6b. The transmission mechanism 1-4 further includes a motor gear 5-1 and a double gear 5-2; the double gear 5-2 includes an upper gear 10-2 and a lower gear 10-3 arranged sequentially from top to bottom; the motor gear 5-1 is mounted on the motor 1-3, and the lower gear 10-3 is meshed with the motor gear 5-1; the upper gear 10-2 is meshed with the second transmission gear 11-2. The conveying component 5-7 is a rope or a conveyor belt. The conveying component is arranged crosswise on the first pulley 5-5a and the second pulley 5-5b in a figure-eight shape.

[0055] This invention addresses the problems of asymmetric wing motion within the wing cycle, vibration caused by linkage mechanisms, and the difficulty in designing and installing flapping mechanisms. It proposes a biomimetic flapping mechanism for biplane aircraft. This mechanism omits the linkage mechanism, directly employing an incomplete gear and pulley combination to achieve symmetrical cyclic reciprocating motion of the two wings, eliminating quick-return characteristics and effectively solving the vibration problems caused by linkage mechanisms and the asymmetric wing cyclic motion. To ensure the symmetrical motion characteristics of the wings, the meshing of transmission gear 5-3 with the two full-tooth gears (first gear 5-4a and second gear 5-4b) in the final stage enhances symmetry, thereby improving the sustainability of the maximum wing motion speed and increasing the aircraft's lift. A flexible transmission component 5-7 achieves synchronous motion of the two wings, and the deformation capability of elastic components (first elastic component 1-6a and second elastic component 1-6b) limits the wing motion, further ensuring the symmetrical characteristics of the wing motion. Furthermore, this flapping mechanism utilizes two pulleys (first pulley 5-5a and second pulley 5-5b) and a transmission component 5-7 crosswise arranged on the two pulleys to achieve a rope-driven reciprocating mechanism, i.e., the pulley-rope drive structure mentioned above. This simplifies the rope-driven reciprocating mechanism and significantly reduces the installation difficulty of the flapping mechanism. Therefore, the flapping mechanism proposed in this invention can maintain the maximum speed of wing movement to the greatest extent, which is beneficial for further improving lift.

[0056] like Figure 2 As shown, the flapping mechanism also includes a top cover 1-1; the top cover 1-1 includes a top cover body 1-1-1 and a support member 1-1-5 disposed on the top cover body 1-1-1; the top cover body is provided with a first shaft hole 1-1-2, a second shaft hole 1-1-3 and a third shaft hole 1-1-4.

[0057] like Figure 3 As shown, the base 1-2 includes a base body 1-2-1 and a motor mounting component 1-2-6 disposed on the base body 1-2-1; the base body 1-2-1 includes a first base and a second base arranged in a stepped shape; the first base is provided with a first connecting shaft 1-2-2, a second connecting shaft 1-2-3 and a third connecting shaft 1-2-5; the second base is provided with a fourth connecting shaft 1-2-4; the outer walls at both ends of the first base are provided with a first elastic component mounting hole 1-2-7a and a second elastic component mounting hole 1-2-7b.

[0058] like Figure 4 As shown, the motor 1-3 includes a motor body 1-3-2 and an output shaft 1-3-1 disposed on the motor body 1-3-2.

[0059] like Figure 6As shown, both the first wing 1-5a and the second wing 1-5b include a wing surface 6-2 and a wing leading edge 6-1 disposed on one side of the wing surface 6-2.

[0060] like Figure 7 As shown, the first pulley 5-5a and the second pulley 5-5b both include a pulley body and a pulley groove 7-5 disposed on the outer periphery of the pulley body; the pulley body is provided with a first connecting shaft hole 7-1, a second connecting shaft hole 7-2, a third connecting shaft hole 7-3 and a fourth connecting shaft hole 7-4.

[0061] like Figure 8 As shown, both the first gear 5-4a and the second gear 5-4b are provided with a seventh shaft hole 8-1, an eighth shaft hole 8-2, a ninth shaft hole 8-3 and a tenth shaft hole 8-4.

[0062] like Figure 9 As shown, both the first wing seat 5-6a and the second wing seat 5-6b include a wing seat body and a wing seat extension disposed on one side of the wing seat body; the wing seat body is provided with an eleventh shaft hole 9-5 and a twelfth shaft hole 9-6; the wing seat extension is provided with a thirteenth shaft hole 9-4 and a first wing connecting shaft 9-1, a second wing connecting shaft 9-2 and a third wing connecting shaft 9-3 disposed along the outer periphery of the thirteenth shaft hole 9-4.

[0063] like Figure 10 As shown, the upper gear 10-2 and the lower gear 10-3 are provided with a through fifth shaft hole 10-1.

[0064] like Figure 11 The first transmission gear 11-1 and the second transmission gear 11-2 shown are provided with a through sixth shaft hole 11-3.

[0065] like Figure 12 As shown, the motor gear 5-1 is provided with a fourth shaft hole 12-1.

[0066] like Figure 13 As shown, the first elastic component 1-6a and the second elastic component 1-6b have the same structure, both including an elastic body 13-3 and a first connecting part 13-1 and a second connecting part 13-2 respectively disposed at both ends of the elastic body 13-3.

[0067] The assembly process of the flapping mechanism of the aforementioned biomimetic biplane aircraft is as follows:

[0068] like Figures 1 to 13As shown, motor gear 5-1 is installed with an interference fit to the output shaft 1-3-1 of motor 1-3 via the fourth shaft hole 12-1, and then with an interference fit to motor mounting component 1-2-6 on base 1-2. Double gear 5-2 is installed on base 1-2 via a clearance fit to the fourth connecting shaft 1-2-4 via the fifth shaft hole 10-1. Transmission gear 5-3 is installed on base 1-2 via a clearance fit to the third connecting shaft 1-2-5 via the sixth shaft hole 11-3. First wing seat 5-6a and second wing seat 5-6b are respectively installed on base 1-2 via a clearance fit to the first connecting shaft 1-2-2 and the second connecting shaft 1-2-3 via the thirteenth shaft hole 9-4. The first torsion spring 1-6a and the second torsion spring 1-6b are respectively connected to the first elastic component mounting holes 1-2-7a and 1-2-7b on the base 1-2 via their respective first connecting parts 13-1 and second connecting parts 13-2, and are interference-fitted with the twelfth shaft hole 9-6, ensuring that the rotation axis of the elastic component is perpendicular to the plane of the base 1-2. The first gear 5-4a and the second gear 5-4b are connected to the first connecting shaft 1-2-2 and the second connecting shaft 1-2-3 via the seventh shaft hole 8-1, and are simultaneously fixed to the wing seat via the eighth shaft hole 8-2, the ninth shaft hole 8-3, and the tenth shaft hole 8-4, and are interference-fitted with the first wing connecting shaft 9-1, the second wing connecting shaft 9-2, and the third wing connecting shaft 9-3. The first pulley 5-5a and the second pulley 5-5b are connected to the connecting shaft 1-2-3 with a clearance fit via the seventh shaft hole 8-1. Simultaneously, they are fixed to the first gear 5-4a and the second gear 5-4b with an interference fit via the first connecting shaft hole 7-2, the second connecting shaft hole 7-3, and the third connecting shaft hole, respectively. The top cover 1-1 is connected to the first connecting shaft 1-2-2, the second connecting shaft 1-2-3, and the third connecting shaft 1-2-4 with an interference fit via shaft holes 1-1-2, 1-1-4, and 1-1-3, respectively, ensuring that the supporting component 1-1-5 contacts the upper gear surface of the double gear 5-2, thus improving the strength of the flapping mechanism. Finally, the conveying component 5-7 is installed on the first pulley 5-5a and the second pulley 5-5b.

[0069] The first base is provided with a first connecting shaft 1-2-2, a second connecting shaft 1-2-3 and a third connecting shaft 1-2-5; the second base is provided with a fourth connecting shaft 1-2-4; the outer walls at both ends of the first base are provided with a first elastic component mounting hole 1-2-7a and a second elastic component mounting hole 1-2-7b.

[0070] The working method of the flapping mechanism of the above-mentioned biomimetic biplane aircraft includes the following steps:

[0071] Motor 1-3 drives transmission mechanism 1-4 to move, which in turn drives the first wing 1-5a and the second wing 1-5b to move, achieving periodic synchronous and symmetrical flapping of the first wing 1-5a and the second wing 1-5b. During the movement of the first wing 1-5a and the second wing 1-5b, the first wing seat 5-6a and the second wing seat 5-6b rotate. During the rotation of the first wing seat 5-6a and the second wing seat 5-6b, the first elastic component 1-6a and the second elastic component 1-6b compress and store energy, and release this energy to provide acceleration for the first wing 1-5a and the second wing 1-5b, assisting in the wing movement reversal. In this embodiment, both the first elastic component 1-6a and the second elastic component 1-6b are torsion springs.

[0072] S1. Motor 1-3 rotates clockwise at a constant speed under the power supply. Under the drive of motor 1-3, motor gear 5-1 rotates clockwise, and double gear 5-2 meshing with motor gear 5-1 will rotate counterclockwise. At this time, transmission gear 5-3 rotates clockwise under the drive of double gear 5-2.

[0073] S2. Assuming the middle tooth of the first transmission gear 11-1 meshes with the first gear 5-4a, and the first wing 1-5a and the second wing 1-5b are in neutral positions, the first transmission gear 11-1 rotates clockwise, causing the first gear 5-4a to rotate counterclockwise. The first wing seat 5-6a connected to the first gear 5-4a rotates counterclockwise, the first wing 1-5a droops counterclockwise, and the first elastic component 1-6a is compressed counterclockwise. Under the action of the transmission component 5-7, the second pulley 5-5b drives the second wing seat 5-6b to rotate clockwise, and the second wing 1-5b droops clockwise synchronously. The second elastic component 1-6b is compressed clockwise. The two elastic components store energy after being compressed.

[0074] S3. When the first transmission gear 11-1 disengages from the first gear 5-4a and is not engaged with the second gear 5-4b, the two elastic components are further compressed under the inertia of the corresponding wing seats. At the same time, under the damping action of the elastic components, the first wing seat 5-6a and the second wing seat 5-6b accelerate and decelerate, thereby driving the first wing 1-5a and the second wing 1-5b to decelerate. When the speed of the first wing seat 5-6a and the second wing seat 5-6b is 0, the two elastic components and the transmission component 5-7 begin to release energy, realizing the reversal acceleration of the first wing seat 5-6a and the second wing seat 5-6b, thereby driving the first wing 1-5a and the second wing 1-5b to realize the reversal acceleration.

[0075] S4. When the first transmission gear 11-1 continues to rotate clockwise and meshes with the second gear 5-4b, the second gear 5-4b rotates counterclockwise, the second wing seat 5-6b rotates counterclockwise, the second wing 1-5b connected to the second wing seat 5-6b flaps counterclockwise, the second elastic component 1-6b is compressed counterclockwise, and under the drive of the second pulley 5-5b, the first pulley 5-5a rotates clockwise, and drives the first wing seat 5-6a to rotate clockwise, thereby realizing the clockwise upward flapping action of the first elastic component 1-6a and the first wing 1-5a.

[0076] S5. When the first transmission gear 11-1 disengages from the second gear 5-4b and is not meshed with the first gear 5-4a, the two elastic components are further compressed under the inertia of the corresponding wing seats. At the same time, under the damping action of the elastic components, the first wing seat 5-6a and the second wing seat 5-6b accelerate and decelerate, thereby driving the first wing 1-5a and the second wing 1-5b to decelerate. When the speed of the first wing seat 5-6a and the second wing seat 5-6b is 0, the two elastic components and the transmission component 5-7 begin to release energy, realizing the reversal acceleration of the first wing seat 5-6a and the second wing seat 5-6b, thereby driving the first wing 1-5a and the second wing 1-5b to realize the reversal acceleration.

[0077] S6. When the first transmission gear 11-1 continues to rotate clockwise and meshes with the first gear 5-4a, the wings on both sides begin to swoop down. After the first transmission gear 11-1 rotates for one cycle, the wings on both sides return to the neutral position. That is, the wings on both sides complete the process of one-quarter swoop down, one-half swoop up, and one-quarter swoop down in sequence, thus completing a single cycle of motion.

[0078] S7. Motors 1-3 rotate counterclockwise at a constant speed under the power supply. The rotation direction of the gears and pulleys is opposite to that in steps S1-S6. The wing movement process is the opposite of that in steps S1-S6, that is, it completes a quarter-cycle upward movement, a half-cycle downward movement, and a quarter-cycle upward movement in sequence, thus realizing the single-cycle movement of the wing. After one rotation cycle, the wing completes the downward and upward movement.

[0079] In this transmission process, the present invention ensures that the resonant frequency of the torsion spring is consistent with the wing motion frequency by designing the specifications of the torsion spring used in the elastic component. This allows the torsion spring to minimize the energy efficiency of the flapping mechanism. Simultaneously, the torsion spring design must also consider having sufficient elasticity to stop the wing's inertial motion, thus limiting wing motion and improving the symmetry of wing motion. Furthermore, the flexible characteristics of the transmission component can partially absorb vibrations during the transmission mechanism's movement, reducing vibration energy consumption and smoothly transitioning the reversing process, further improving energy efficiency. In addition, the gear rotates at a uniform speed, meaning that the wing's vector velocity changes only during the reversing process, maximizing the high-speed motion of the wing and contributing to increased lift.

[0080] The above-described embodiments are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A flapping mechanism for a biomimetic biplane aircraft, characterized in that, It includes a base (1-2), a first wing (1-5a) and a second wing (1-5b) symmetrically arranged on both sides of the base (1-2), and a transmission mechanism (1-4) mounted on the base (1-2) for providing lift to the aircraft; The transmission mechanism (1-4) includes a motor (1-3); the output end of the motor (1-3) is connected to a transmission gear (5-3); The transmission gear (5-3) includes a first transmission gear (11-1) and a second transmission gear (11-2) arranged in sequence; the first transmission gear (11-1) is an incomplete gear; a first wing seat (5-6a) and a second wing seat (5-6b) are respectively arranged on both sides of the first transmission gear (11-1); a first gear (5-4a) and a first pulley (5-5a) are sequentially installed on the first wing seat (5-6a); a second gear (5-4b) and a second pulley (5-5b) are sequentially installed on the second wing seat (5-6b); The first pulley (5-5a) is driven by the second pulley (5-5b) through the transmission component (5-7); the base (1-2) is provided with a first elastic component (1-6a) and a second elastic component (1-6b) respectively between the first wing seat (5-6a) and the second wing seat (5-6b); The transmission mechanism (1-4) further includes a motor gear (5-1) and a double gear (5-2); the double gear (5-2) includes an upper gear (10-2) and a lower gear (10-3) arranged sequentially from top to bottom; The motor gear (5-1) is mounted on the output end of the motor (1-3), and the lower gear (10-3) is meshed with the motor gear (5-1); the upper gear (10-2) is meshed with the second transmission gear (11-2).

2. The flapping mechanism of the biomimetic biplane aircraft according to claim 1, characterized in that, The flapping mechanism also includes a top cover (1-1); The top cover (1-1) includes a top cover body (1-1-1) and a support member (1-1-5) disposed on the top cover body (1-1-1); The top cover body is provided with a first shaft hole (1-1-2), a second shaft hole (1-1-3) and a third shaft hole (1-1-4).

3. The flapping mechanism of the biomimetic biplane aircraft according to claim 1, characterized in that, The base (1-2) includes a base body (1-2-1) and a motor mounting component (1-2-6) disposed on the base body (1-2-1); The base body (1-2-1) includes a first base and a second base arranged in a stepped shape; the first base is provided with a first connecting shaft (1-2-2), a second connecting shaft (1-2-3) and a third connecting shaft (1-2-5); the second base is provided with a fourth connecting shaft (1-2-4); The outer walls at both ends of the first base are provided with a first elastic component mounting hole (1-2-7a) and a second elastic component mounting hole (1-2-7b).

4. The flapping mechanism of the biomimetic biplane aircraft according to claim 1, characterized in that, The motor gear (5-1) is provided with a fourth shaft hole (12-1); The upper gear (10-2) and the lower gear (10-3) are provided with a through fifth shaft hole (10-1); The first transmission gear (11-1) and the second transmission gear (11-2) are provided with a through sixth shaft hole (11-3); Both the first gear (5-4a) and the second gear (5-4b) are provided with a seventh shaft hole (8-1), an eighth shaft hole (8-2), a ninth shaft hole (8-3), and a tenth shaft hole (8-4); The first pulley (5-5a) and the second pulley (5-5b) both include a pulley body and a pulley groove (7-5) disposed on the outer periphery of the pulley body; the pulley body is provided with a first connecting shaft hole (7-1), a second connecting shaft hole (7-2), a third connecting shaft hole (7-3) and a fourth connecting shaft hole (7-4); Both the first wing seat (5-6a) and the second wing seat (5-6b) include a wing seat body and a wing seat extension disposed on one side of the wing seat body; the wing seat body is provided with an eleventh shaft hole (9-5) and a twelfth shaft hole (9-6); the wing seat extension is provided with a thirteenth shaft hole (9-4) and a first wing connecting shaft (9-1), a second wing connecting shaft (9-2) and a third wing connecting shaft (9-3) disposed along the outer periphery of the thirteenth shaft hole (9-4).

5. The flapping mechanism of the biomimetic biplane aircraft according to claim 1, characterized in that, The first elastic component (1-6a) and the second elastic component (1-6b) have the same structure, both including an elastic body (13-3) and a first connecting part (13-1) and a second connecting part (13-2) respectively disposed at both ends of the elastic body (13-3).

6. The flapping mechanism of the biomimetic biplane aircraft according to claim 1, characterized in that, Both the first wing (1-5a) and the second wing (1-5b) include a wing surface (6-2) and a wing leading edge (6-1) disposed on one side of the wing surface (6-2).

7. The flapping mechanism of the biomimetic biplane aircraft according to claim 1, characterized in that, The conveying component is a rope or a conveyor belt; The first elastic component and the second elastic component are springs or torsion springs.

8. The method for operating the flapping mechanism of the biomimetic biplane aircraft according to any one of claims 1 to 7, characterized in that, The method includes the following steps: The motor (1-3) drives the transmission mechanism (1-4) to move, and the transmission mechanism drives the first wing (1-5a) and the second wing (1-5b) to move, realizing the periodic synchronous symmetrical flapping of the first wing (1-5a) and the second wing (1-5b); during the movement of the first wing (1-5a) and the second wing (1-5b), the first wing seat (5-6a) and the second wing seat (5-6b) rotate; during the rotation of the first wing seat (5-6a) and the second wing seat (5-6b), the first elastic component (1-6a) and the second elastic component (1-6b) compress and store energy, and release this energy to provide acceleration for the first wing (1-5a) and the second wing (1-5b), assisting the wing movement to change direction.

9. The working method according to claim 8, characterized in that, The motor (1-3) drives the transmission mechanism (1-4) to move, and the transmission mechanism drives the first wing (1-5a) and the second wing (1-5b) to move, realizing the periodic synchronous symmetrical flapping of the first wing (1-5a) and the second wing (1-5b); during the movement of the first wing (1-5a) and the second wing (1-5b), the first wing seat (5-6a) and the second wing seat (5-6b) rotate; during the rotation of the first wing seat (5-6a) and the second wing seat (5-6b), the first elastic component (1-6a) and the second elastic component (1-6b) compress and store energy, and release this energy to provide acceleration for the first wing (1-5a) and the second wing (1-5b), assisting in the wing movement reversal, including: S1. The motor (1-3) starts and rotates clockwise at a constant speed. Driven by the motor (1-3), the motor gear (5-1) rotates clockwise, and the double gear (5-2) meshing with the motor gear (5-1) rotates counterclockwise. The transmission gear (5-3) rotates clockwise under the drive of the double gear (5-2). S2. Assuming the middle tooth of the first transmission gear (11-1) meshes with the first gear (5-4a), and the first wing (1-5a) and the second wing (1-5b) are in a neutral position, the first transmission gear (11-1) rotates clockwise, causing the first gear (5-4a) to rotate counterclockwise. The first wing seat (5-6a) connected to the first gear (5-4a) rotates counterclockwise, causing the first wing (1-5a) to droop counterclockwise. The first elastic component (1-6a) is compressed counterclockwise. Under the action of the transmission component (5-7), the second pulley (5-5b) drives the second wing seat (5-6b) to rotate clockwise, causing the second wing (1-5b) to droop clockwise synchronously. The second elastic component (1-6b) is compressed clockwise. The two elastic components store energy after being compressed. S3. When the first transmission gear (11-1) disengages from the first gear (5-4a) and is not engaged with the second gear (5-4b), the two elastic components are further compressed under the inertia of the corresponding wing seats. At the same time, under the damping action of the elastic components, the first wing seat (5-6a) and the second wing seat (5-6b) accelerate and decelerate, thereby driving the first wing (1-5a) and the second wing (1-5b) to decelerate. When the speed of the first wing seat (5-6a) and the second wing seat (5-6b) is 0, the two elastic components and the transmission component (5-7) begin to release energy, realizing the reversal acceleration of the first wing seat (5-6a) and the second wing seat (5-6b), thereby driving the first wing (1-5a) and the second wing (1-5b) to realize the reversal acceleration. S4. When the first transmission gear (11-1) continues to rotate clockwise and meshes with the second gear (5-4b), the second gear (5-4b) rotates counterclockwise, the second wing seat (5-6b) rotates counterclockwise, the second wing (1-5b) connected to the second wing seat (5-6b) flaps counterclockwise, the second elastic component (1-6b) is compressed counterclockwise, and under the drive of the second pulley (5-5b), the first pulley (5-5a) rotates clockwise and drives the first wing seat (5-6a) to rotate clockwise, thereby realizing the clockwise upward flapping action of the first elastic component (1-6a) and the first wing (1-5a); S5. When the first transmission gear (11-1) disengages from the second gear (5-4b) and is not meshed with the first gear (5-4a), the two elastic components are further compressed under the inertia of the corresponding wing seats. At the same time, under the damping action of the elastic components, the first wing seat (5-6a) and the second wing seat (5-6b) accelerate and decelerate, thereby driving the first wing (1-5a) and the second wing (1-5b) to decelerate. When the speed of the first wing seat (5-6a) and the second wing seat (5-6b) is 0, the two elastic components and the transmission component (5-7) begin to release energy, realizing the reversal acceleration of the first wing seat (5-6a) and the second wing seat (5-6b), thereby driving the first wing (1-5a) and the second wing (1-5b) to realize the reversal acceleration. S6. When the first transmission gear (11-1) continues to rotate clockwise and meshes with the first gear (5-4a), the wings on both sides begin to swoop down. After the first transmission gear (11-1) rotates for one cycle, the wings on both sides return to the neutral position. That is, the wings on both sides complete a quarter swoop down motion, a half swoop up motion, and a quarter swoop down motion in sequence, thus completing a single cycle motion. S7. The motor (1-3) rotates counterclockwise at a constant speed under the power supply. The rotation direction of the gears and pulleys is opposite to that in steps S1-S6. The wing movement process is opposite to that in steps S1-S6, that is, it completes a quarter-cycle upward movement, a half-cycle downward movement, and a quarter-cycle upward movement in sequence, thereby realizing the single-cycle movement of the wing.

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