Multi-degree-of-freedom ornithopter with adjustable flapping amplitude

Abstract

The multi-degree-of-freedom ornithopter comprises a nose, a fuselage, a left wing, a right wing and an empennage, the machine head is located at the front end of the machine body and is of a box type structure, the interior of the machine head is divided into a speed reduction chamber and a transmission chamber from front to back, the speed reduction chamber and the transmission chamber are separated through a partition plate, a speed reduction mechanism is arranged in the speed reduction chamber, and a transmission mechanism is arranged in the transmission chamber. A flapping wing driving motor is fixedly mounted at the front end of the nose and is connected with the transmission mechanism through a speed reducing mechanism; the left wing and the right wing are distributed on the two sides of the nose in a mirror symmetry mode and connected with the transmission mechanism, and a first electromagnetic type torsion driving joint is arranged between the left wing and the transmission mechanism. A second electromagnetic torsion driving joint is arranged between the right wing and the transmission mechanism; a wing flapping amplitude adjusting mechanism is arranged between the transmission mechanism and the nose box body; the empennage is located at the rear end of the fuselage, and an empennage attitude adjusting executing mechanism is arranged between the empennage and the fuselage.

Description

Technical Field

[0001] The invention belongs to the technical field of flapping-wing aircraft, and in particular relates to a flapping-wing aircraft with adjustable flapping amplitude and multiple degrees of freedom. Background Art

[0002] A flapping-wing aircraft is an aircraft that can imitate the flight of birds or insects. Compared with fixed-wing aircraft and rotorcraft, the lifting, hovering and propulsion functions of flapping-wing aircraft can be integrated into the flapping action, which is more suitable for the manufacture of micro-aircraft and can have good maneuverability and flexibility. However, existing flapping-wing aircraft generally have the problems of few degrees of freedom of movement, single movement form and poor bionic performance. Summary of the invention

[0003] In response to the problems existing in the prior art, the present invention provides a multi-degree-of-freedom flapping-wing aircraft with adjustable flapping amplitude, whose wings can perform flapping and twisting movements, and whose tail can perform pitch and roll movements. The flapping amplitude of the wings can be dynamically adjusted, and the movement forms are more diverse, further improving the bionic performance of the flapping-wing aircraft.

[0004] In order to achieve the above-mentioned purpose, the present invention adopts the following technical scheme: a flapping amplitude adjustable multi-degree-of-freedom flapping-wing aircraft, comprising a nose, a fuselage, a left wing, a right wing and a tail; the nose is located at the front end of the fuselage, the nose adopts a box-type structure, and the inside of the nose is divided into a reduction chamber and a transmission chamber from front to back, the reduction chamber and the transmission chamber are separated by a partition, a reduction mechanism is arranged in the reduction chamber, and a transmission mechanism is arranged in the transmission chamber; a flapping-wing drive motor is fixedly installed at the front end of the nose, and the flapping-wing drive motor is connected to the transmission mechanism through the reduction mechanism; the left wing and the right wing are distributed on both sides of the nose in a mirror-symmetrical manner, the left wing and the right wing are both connected to the transmission mechanism, and a first electromagnetic torsion drive joint is arranged between the left wing and the transmission mechanism; a second electromagnetic torsion drive joint is arranged between the right wing and the transmission mechanism; a wing flapping amplitude adjustment mechanism is arranged between the transmission mechanism and the nose box; the tail is located at the rear end of the fuselage, and a tail attitude adjustment actuator is arranged between the tail and the fuselage.

[0005] The reduction mechanism includes a first pinion, a first large gear, a second pinion, a second large gear, a first gear shaft, a second gear shaft and a third gear shaft; one end of the first gear shaft is coaxially fixedly connected to the motor shaft of the flapping-wing drive motor, and the other end of the first gear shaft is rotatably connected to the head housing; the first pinion is coaxially fixedly sleeved on the first gear shaft; the second gear shaft is distributed parallel to the first gear shaft, and both ends of the second gear shaft are rotatably connected to the head housing; the first large gear and the second pinion are coaxially fixedly sleeved on the second gear shaft, and the first large gear is meshed with the first pinion; the third gear shaft is distributed parallel to the first gear shaft, and both ends of the third gear shaft are rotatably connected to the head housing; the second large gear is coaxially fixedly sleeved on the third gear shaft, and the second large gear is meshed with the second pinion.

[0006] The transmission mechanism includes a crank center shaft, a crank swing arm, a crank eccentric shaft, a first connecting rod, a sliding rod shaft, a second connecting rod, a third connecting rod, a fourth connecting rod, a fifth connecting rod, a sixth connecting rod, a seventh connecting rod, a first transmission shaft, a second transmission shaft, a first adapter block, a second adapter block, a first wing root adapter arm and a second wing root adapter arm; one end of the crank center shaft is coaxially fixedly connected to the third gear shaft, and the other end of the crank center shaft is rotatably connected to the head housing; one end of the crank swing arm is fixedly connected to the crank center shaft, and the other end of the crank swing arm is fixedly connected to the crank eccentric shaft, and the crank swing arm is vertically distributed to the crank center shaft; one end of the first connecting rod is rotatably connected to the crank eccentric shaft, and the first connecting rod is rotatably connected to the sliding rod shaft, the sliding rod shaft is slidably connected to the head housing through a vertical oblong hole, and the sliding rod shaft is parallel to the crank center shaft; one end of the second connecting rod is rotatably connected to the sliding rod On the shaft, the other end of the second connecting rod is hinged with one end of the fourth connecting rod, the other end of the fourth connecting rod is hinged with one end of the sixth connecting rod, and the other end of the sixth connecting rod is fixedly connected to the first transmission shaft, and both ends of the first transmission shaft are rotatably connected to the head housing, and the first transmission shaft is parallel to the crank center shaft; the first adapter block is fixedly connected to the middle part of the fourth connecting rod body, and one end of the first wing root transfer arm is fixedly connected to the first adapter block; one end of the third connecting rod is rotatably connected to the sliding rod shaft, the other end of the third connecting rod is hinged with one end of the fifth connecting rod, the other end of the fifth connecting rod is hinged with one end of the seventh connecting rod, and the other end of the seventh connecting rod is fixedly connected to the second transmission shaft, and both ends of the second transmission shaft are rotatably connected to the head housing, and the second transmission shaft is parallel to the crank center shaft; the second adapter block is fixedly connected to the middle part of the fifth connecting rod body, and one end of the second wing root transfer arm is fixedly connected to the second adapter block.

[0007] The left wing flapping transmission assembly is composed of the second connecting rod, the fourth connecting rod, the sixth connecting rod, the first transmission shaft, the first adapter block and the first wing root adapter arm; the right wing flapping transmission assembly is composed of the third connecting rod, the fifth connecting rod, the seventh connecting rod, the second transmission shaft, the second adapter block and the second wing root adapter arm; the left wing flapping transmission assembly and the right wing flapping transmission assembly are mirror-symmetrically distributed with respect to the crank center axis; the first electromagnetic torsion drive joint is fixedly connected to the other end of the first wing root adapter arm of the left wing flapping transmission assembly, and the wing root arm of the left wing is connected to the first electromagnetic torsion drive joint; the second electromagnetic torsion drive joint is fixedly connected to the other end of the second wing root adapter arm of the right wing flapping transmission assembly, and the wing root arm of the right wing is connected to the second electromagnetic torsion drive joint.

[0008] The wing flapping amplitude adjustment mechanism comprises a first adjustment servo, a first adjustment drive shaft, a first adjustment drive disk, a first adjustment transmission connecting rod, a first adjustment transmission rocker, a second adjustment servo, a second adjustment drive shaft, a second adjustment drive disk, a second adjustment transmission connecting rod and a second adjustment transmission rocker; the first adjustment servo is horizontally fixed on the nose box, the power output shaft of the first adjustment servo is coaxially fixedly connected with one end of the first adjustment drive shaft, and the other end of the first adjustment drive shaft is fixedly connected with the center of the first adjustment drive disk; one end of the first adjustment transmission connecting rod is eccentrically hinged on the first adjustment drive On the disk, the other end of the first adjusting transmission connecting rod is hinged to the end of the first adjusting transmission rocker rod, and the first adjusting transmission rocker rod is fixedly connected to the first transmission rotating shaft; the second adjusting servo is horizontally fixedly mounted on the head box, the power output shaft of the second adjusting servo is coaxially fixedly connected to one end of the second adjusting drive rotating shaft, and the other end of the second adjusting drive rotating shaft is fixedly connected to the center of the second adjusting drive disk; one end of the second adjusting transmission connecting rod is eccentrically hinged on the second adjusting drive disk, the other end of the second adjusting transmission connecting rod is hinged to the end of the second adjusting transmission rocker rod, and the second adjusting transmission rocker rod is fixedly connected to the second transmission rotating shaft.

[0009] The first adjusting servo, the first adjusting drive shaft, the first adjusting drive disk, the first adjusting transmission connecting rod and the first adjusting transmission rocker constitute a left wing flapping amplitude adjusting component; the second adjusting servo, the second adjusting drive shaft, the second adjusting drive disk, the second adjusting transmission connecting rod and the second adjusting transmission rocker constitute a right wing flapping amplitude adjusting component; the left wing flapping amplitude adjusting component and the right wing flapping amplitude adjusting component are distributed in a left-right mirror-symmetrical manner relative to the crank center axis.

[0010] The tail attitude adjustment actuator comprises a tail pitch adjustment servo, a tail pitch adjustment rocker, a tail pitch adjustment connecting rod, a tail transfer platform and a tail roll adjustment servo; the tail pitch adjustment servo is horizontally fixed on the fuselage frame, one end of the tail pitch adjustment rocker is fixedly connected to the power output shaft of the tail pitch adjustment servo, the other end of the tail pitch adjustment rocker is hinged to one end of the tail pitch adjustment connecting rod, and the other end of the tail pitch adjustment connecting rod is hinged to the tail transfer platform; the tail transfer platform is hinged to the rear end of the fuselage frame, and the hinge point of the tail transfer platform and the rear end of the fuselage frame is located directly below the hinge point of the tail pitch adjustment connecting rod and the tail transfer platform; the tail roll adjustment servo is horizontally fixed on the upper surface of the tail transfer platform, and the wing root arm of the tail is coaxially fixedly connected to the power output shaft of the tail roll adjustment servo.

[0011] Beneficial effects of the present invention:

[0012] The flapping amplitude adjustable multi-degree-of-freedom flapping-wing aircraft of the present invention has wings capable of performing flapping and twisting movements, and a tail capable of performing pitching and rolling movements. The flapping amplitude of the wings can be dynamically adjusted, and the movement forms are more diverse, further improving the bionic performance of the flapping-wing aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a structural schematic diagram of a flapping amplitude adjustable multi-degree-of-freedom flapping-wing aircraft of the present invention (viewing angle 1);

[0014] Figure 2 for Figure 1 Enlarged view of middle part I;

[0015] Figure 3 for Figure 1 Enlarged view of middle part II;

[0016] Figure 4 It is a structural schematic diagram (viewing angle 2) of a flapping-amplitude adjustable multi-degree-of-freedom flapping-wing aircraft (the rear end wall panel of the nose box is not shown) of the present invention;

[0017] Figure 5 for Figure 4 Enlarged view of middle part III;

[0018] Figure 6 It is a structural schematic diagram (viewing angle 3) of a flapping-amplitude adjustable multi-degree-of-freedom flapping-wing aircraft (the rear end wall panel of the nose box is not shown) of the present invention;

[0019] Figure 7 for Figure 6 Enlarged view of middle IV;

[0020] In the figure, 1 is the nose, 2 is the fuselage, 3 is the left wing, 4 is the right wing, 5 is the tail, 6 is the flapping wing drive motor, 7 is the first electromagnetic torsion drive joint, 8 is the second electromagnetic torsion drive joint, 9 is the first small gear, 10 is the first large gear, 11 is the second small gear, 12 is the second large gear, 13 is the first gear shaft, 14 is the second gear shaft, 15 is the third gear shaft, 16 is the crank center shaft, 17 is the crank swing arm, 18 is the crank eccentric shaft, 19 is the first connecting rod, 20 is the sliding rod shaft, 21 is the second connecting rod, 22 is the third connecting rod, 23 is the fourth connecting rod, 24 is the fifth connecting rod, 25 is the sixth connecting rod, 26 is the seventh connecting rod, 27 is the first transmission shaft, 28 is the first transmission shaft, 29 is the second transmission shaft, 30 is the first transmission shaft, 31 is the first transmission shaft, 32 is the second transmission shaft, 33 is the first transmission shaft, 34 is the first transmission shaft, 35 is the first transmission shaft, 36 is the first transmission shaft, 37 is the first transmission shaft, 38 is the first transmission shaft, 39 is the first transmission shaft, 40 is the first transmission shaft, 41 is the first transmission shaft, 42 is the first transmission shaft, 43 is the first transmission shaft, 44 is the first transmission shaft, 45 is the first transmission shaft, 46 is the first transmission shaft, 47 is the first transmission shaft, 48 is the first transmission shaft, 49 is the first transmission shaft, 50 is the first transmission shaft, 51 is the first transmission shaft, 52 is the first transmission shaft, 53 is the first transmission shaft, 54 is the first transmission shaft, 55 is the first transmission shaft, 56 is the first transmission shaft, 57 —Second transmission shaft, 29—First adapter block, 30—Second adapter block, 31—First wing root adapter arm, 32—Second wing root adapter arm, 33—Vertical oblong hole, 34—First adjusting servo, 35—First adjusting drive shaft, 36—First adjusting drive disk, 37—First adjusting transmission connecting rod, 38—First adjusting transmission rocker rod, 39—Second adjusting servo, 40—Second adjusting drive shaft, 41—Second adjusting drive disk, 42—Second adjusting transmission connecting rod, 43—Second adjusting transmission rocker rod, 44—Tail pitch adjustment servo, 45—Tail pitch adjustment rocker rod, 46—Tail pitch adjustment connecting rod, 47—Tail adapter platform, 48—Tail roll adjustment servo. DETAILED DESCRIPTION

[0021] The present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0022] like Figures 1 to 7 As shown, a flapping amplitude adjustable multi-degree-of-freedom flapping-wing aircraft comprises a nose 1, a fuselage 2, a left wing 3, a right wing 4 and a tail 5; the nose 1 is located at the front end of the fuselage 2, and the nose 1 adopts a box-type structure. The inside of the nose 1 is divided into a reduction chamber and a transmission chamber from front to back, and the reduction chamber and the transmission chamber are separated by a partition. A reduction mechanism is arranged in the reduction chamber, and a transmission mechanism is arranged in the transmission chamber; a flapping-wing drive motor 6 is fixedly installed at the front end of the nose 1, and the flapping-wing drive motor 6 is connected to the transmission mechanism through the reduction mechanism The left wing 3 and the right wing 4 are mirror-symmetrically distributed on both sides of the nose 1, and both the left wing 3 and the right wing 4 are connected to the transmission mechanism, and a first electromagnetic torsion drive joint 7 is arranged between the left wing 3 and the transmission mechanism; a second electromagnetic torsion drive joint 8 is arranged between the right wing 4 and the transmission mechanism; a wing flapping amplitude adjustment mechanism is arranged between the transmission mechanism and the nose 1 box; the tail 5 is located at the rear end of the fuselage 2, and a tail attitude adjustment actuator is arranged between the tail 5 and the fuselage 2.

[0023] The deceleration mechanism includes a first pinion 9, a first large gear 10, a second pinion 11, a second large gear 12, a first gear shaft 13, a second gear shaft 14 and a third gear shaft 15; one end of the first gear shaft 13 is coaxially fixedly connected to the motor shaft of the flapping-wing drive motor 6, and the other end of the first gear shaft 13 is rotatably connected to the housing of the head 1; the first pinion 9 is coaxially fixedly sleeved on the first gear shaft 13; the second gear shaft 14 is distributed in parallel with the first gear shaft 13, and both ends of the second gear shaft 14 are rotatably connected to the housing of the head 1; the first large gear 10 and the second pinion 11 are coaxially fixedly sleeved on the second gear shaft 14, and the first large gear 10 is meshed with the first pinion 9; the third gear shaft 15 is distributed in parallel with the first gear shaft 13, and both ends of the third gear shaft 15 are rotatably connected to the housing of the head 1; the second large gear 12 is coaxially fixedly sleeved on the third gear shaft 15, and the second large gear 12 is meshed with the second pinion 11.

[0024] The transmission mechanism includes a crank center shaft 16, a crank swing arm 17, a crank eccentric shaft 18, a first connecting rod 19, a sliding rod shaft 20, a second connecting rod 21, a third connecting rod 22, a fourth connecting rod 23, a fifth connecting rod 24, a sixth connecting rod 25, a seventh connecting rod 26, a first transmission shaft 27, a second transmission shaft 28, a first transfer block 29, a second transfer block 30, a first wing root transfer arm 31 and a second wing root transfer arm 32; one end of the crank center shaft 16 is coaxially fixedly connected to the third gear shaft 15, and the crank center shaft 16 The other end is rotatably connected to the housing of the machine head 1; one end of the crank swing arm 17 is fixedly connected to the crank center shaft 16, and the other end of the crank swing arm 17 is fixedly connected to the crank eccentric shaft 18, and the crank swing arm 17 is vertically distributed with the crank center shaft 16; one end of the first connecting rod 19 is rotatably connected to the crank eccentric shaft 18, and the first connecting rod 19 is rotatably connected to the slide rod shaft 20, and the slide rod shaft 20 is slidably connected to the housing of the machine head 1 through the vertical oblong hole 33, and the slide rod shaft 20 is parallel to the crank center shaft 16; one end of the second connecting rod 21 is rotatably connected to the crank eccentric shaft 18, and the first connecting rod 19 is rotatably connected to the slide rod shaft 20, and the slide rod shaft 20 is parallel to the crank center shaft 16. The first connecting rod 29 is connected to the sliding rod shaft 20, the other end of the second connecting rod 21 is hinged to one end of the fourth connecting rod 23, the other end of the fourth connecting rod 23 is hinged to one end of the sixth connecting rod 25, the other end of the sixth connecting rod 25 is fixedly connected to the first transmission shaft 27, both ends of the first transmission shaft 27 are rotatably connected to the machine head 1 box, and the first transmission shaft 27 is parallel to the crank center shaft 16; the first adapter block 29 is fixedly connected to the middle part of the rod body of the fourth connecting rod 23, and one end of the first wing root adapter arm 31 is fixedly connected to the first adapter block 29; the third connecting rod 29 is connected to the first connecting rod 23, and the first connecting rod 23 is connected to the first connecting rod 29. One end of the rod 22 is rotatably connected to the slide rod shaft 20, the other end of the third connecting rod 22 is hinged to one end of the fifth connecting rod 24, the other end of the fifth connecting rod 24 is hinged to one end of the seventh connecting rod 26, the other end of the seventh connecting rod 26 is fixedly connected to the second transmission shaft 28, both ends of the second transmission shaft 28 are rotatably connected to the machine head 1 housing, and the second transmission shaft 28 is distributed parallel to the crank center shaft 16; the second adapter block 30 is fixedly connected to the middle part of the rod body of the fifth connecting rod 24, and one end of the second wing root adapter arm 32 is fixedly connected to the second adapter block 30.

[0025] The left wing flapping transmission assembly is composed of the second connecting rod 21, the fourth connecting rod 23, the sixth connecting rod 25, the first transmission shaft 27, the first adapter block 29 and the first wing root adapter arm 31; the right wing flapping transmission assembly is composed of the third connecting rod 22, the fifth connecting rod 24, the seventh connecting rod 26, the second transmission shaft 28, the second adapter block 30 and the second wing root adapter arm 32; the left wing flapping transmission assembly and the right wing flapping transmission assembly are mirror-symmetrically distributed with respect to the crank center shaft 16; the first electromagnetic torsion drive joint 7 is fixedly connected to the other end of the first wing root adapter arm 31 of the left wing flapping transmission assembly, and the wing root arm of the left wing 3 is connected to the first electromagnetic torsion drive joint 7; the second electromagnetic torsion drive joint 8 is fixedly connected to the other end of the second wing root adapter arm 32 of the right wing flapping transmission assembly, and the wing root arm of the right wing 4 is connected to the second electromagnetic torsion drive joint 8.

[0026] In this embodiment, there are two crank swing arms 17 and they are arranged in parallel, and the crank eccentric shaft 18 is fixedly connected between the two crank swing arms 17; there are two first connecting rods 19 and they are arranged in parallel, and the second connecting rod 21 and the third connecting rod 22 are located between the two first connecting rods 19; there are two fourth connecting rods 23 and they are arranged in parallel, and the two fourth connecting rods 23 are symmetrically distributed on both sides of the second connecting rod 21; there are two fifth connecting rods 24 and they are arranged in parallel, and the two fifth connecting rods 24 are symmetrically distributed on the third connecting rod rod 22 on both sides; there are two sixth connecting rods 25 and they are distributed in parallel, and the two sixth connecting rods 25 are symmetrically distributed on both sides of the two fourth connecting rods 23; there are two seventh connecting rods 26 and they are distributed in parallel, and the two seventh connecting rods 26 are symmetrically distributed on both sides of the two fifth connecting rods 24; the first adapter block 29 is I-shaped, and the first adapter block 29 is fixedly installed between the two fourth connecting rods 23; the second adapter block 30 is I-shaped, and the second adapter block 30 is fixedly installed between the two fifth connecting rods 24.

[0027] The wing flapping amplitude adjustment mechanism includes a first adjustment steering gear 34, a first adjustment drive shaft 35, a first adjustment drive disk 36, a first adjustment transmission connecting rod 37, a first adjustment transmission rocker 38, a second adjustment steering gear 39, a second adjustment drive shaft 40, a second adjustment drive disk 41, a second adjustment transmission connecting rod 42 and a second adjustment transmission rocker 43; the first adjustment steering gear 34 is horizontally fixed on the housing of the nose 1, the power output shaft of the first adjustment steering gear 34 is coaxially fixedly connected with one end of the first adjustment drive shaft 35, and the other end of the first adjustment drive shaft 35 is fixedly connected to the center of the first adjustment drive disk 36; one end of the first adjustment transmission connecting rod 37 is eccentrically hinged on the first adjustment drive shaft 40, and the second adjustment drive shaft 41 is fixedly connected to the center of the first adjustment drive disk 36; On the disk 36, the other end of the first adjusting transmission connecting rod 37 is hinged to the end of the first adjusting transmission rocker rod 38, and the first adjusting transmission rocker rod 38 is fixedly connected to the first transmission shaft 27; the second adjusting servo 39 is horizontally fixedly mounted on the housing of the nose 1, and the power output shaft of the second adjusting servo 39 is coaxially fixedly connected to one end of the second adjusting drive shaft 40, and the other end of the second adjusting drive shaft 40 is fixedly connected to the center of the second adjusting drive disk 41; one end of the second adjusting transmission connecting rod 42 is eccentrically hinged on the second adjusting drive disk 41, and the other end of the second adjusting transmission connecting rod 42 is hinged to the end of the second adjusting transmission rocker rod 43, and the second adjusting transmission rocker rod 43 is fixedly connected to the second transmission shaft 28.

[0028] The first adjusting servo 34, the first adjusting drive shaft 35, the first adjusting drive disk 36, the first adjusting transmission connecting rod 37 and the first adjusting transmission rocker 38 constitute a left wing flapping amplitude adjustment component; the second adjusting servo 39, the second adjusting drive shaft 40, the second adjusting drive disk 41, the second adjusting transmission connecting rod 42 and the second adjusting transmission rocker 43 constitute a right wing flapping amplitude adjustment component; the left wing flapping amplitude adjustment component and the right wing flapping amplitude adjustment component are distributed in a mirror-symmetrical manner with respect to the crank center shaft 16.

[0029] The tail attitude adjustment actuator includes a tail pitch adjustment servo 44, a tail pitch adjustment swing rod 45, a tail pitch adjustment connecting rod 46, a tail transfer platform 47 and a tail roll adjustment servo 48; the tail pitch adjustment servo 44 is horizontally fixed on the fuselage 2 frame, one end of the tail pitch adjustment swing rod 45 is fixedly connected to the power output shaft of the tail pitch adjustment servo 44, and the other end of the tail pitch adjustment swing rod 45 is hinged to one end of the tail pitch adjustment connecting rod 46. The other end of the wing pitch adjustment link 46 is hinged to the tail transfer platform 47; the tail transfer platform 47 is hinged to the rear end of the fuselage 2 frame, and the hinge point of the tail transfer platform 47 and the rear end of the fuselage 2 frame is located directly below the hinge point of the tail pitch adjustment link 46 and the tail transfer platform 47; the tail roll adjustment servo 48 is horizontally fixed on the upper surface of the tail transfer platform 47, and the wing root arm of the tail 5 is coaxially fixed with the power output shaft of the tail roll adjustment servo 48.

[0030] The following describes a one-time use process of the present invention in conjunction with the accompanying drawings:

[0031] The fuselage 2 frame is held in a handheld manner, and then the flapping-wing drive motor 6 is started. The flapping-wing drive motor 6 drives the first gear shaft 13 to rotate, and the first small gear 9 rotates synchronously with the first gear shaft 13. The rotating first small gear 9 further drives the first large gear 10 meshing therewith to rotate, thereby completing the first stage of deceleration.

[0032] The rotating first large gear 10 will drive the second gear shaft 14 to rotate synchronously, and the second small gear 11 will rotate synchronously with the second gear shaft 14. The rotating second small gear 11 will further drive the second large gear 12 meshing therewith to rotate, completing the second stage of reduction.

[0033] The rotating second large gear 12 will drive the third gear shaft 15 to rotate synchronously, and the rotating third gear shaft 15 will further drive the crank center shaft 16 to rotate. The rotating crank center shaft 16 drives the crank swing arm 17 and the crank eccentric shaft 18 to swing, and then drives the slide rod shaft 20 to move back and forth along the vertical oblong hole 33 through the first connecting rod 19.

[0034] During the reciprocating lifting and lowering movement of the slide rod shaft 20, the second connecting rod 21 will drive the fourth connecting rod 23 to perform reciprocating swinging motion around the hinge point between it and the sixth connecting rod 25, and at the same time, the third connecting rod 22 will drive the fifth connecting rod 24 to perform reciprocating swinging motion around the hinge point between it and the seventh connecting rod 26.

[0035] During the swinging motion of the fourth link 23, the assembly consisting of the first adapter block 29, the first wing root adapter arm 31, the first electromagnetic torsion drive joint 7 and the left wing 3 can synchronously follow the swinging motion of the fourth link 23 to achieve the flapping motion of the left wing 3. Similarly, during the swinging motion of the fifth link 24, the assembly consisting of the second adapter block 30, the second wing root adapter arm 32, the second electromagnetic torsion drive joint 8 and the right wing 4 can synchronously follow the swinging motion of the fifth link 24 to achieve the flapping motion of the right wing 4.

[0036] When the left wing 3 and the right wing 4 start flapping motion synchronously, the grip on the frame of the fuselage 2 is released, and the flapping-wing aircraft can achieve stable forward flight.

[0037] When the flapping-wing aircraft is flying forward, the second wing root transfer arm 32 and the second electromagnetic torsion drive joint 8 can be activated, and a torsion motion can be superimposed on the flapping motion of the left wing 3 through the second wing root transfer arm 32. Similarly, a torsion motion can be superimposed on the flapping motion of the right wing 4 through the second electromagnetic torsion drive joint 8. At this time, the maneuverability of the flapping-wing aircraft during flight can be improved.

[0038] When the flapping-wing aircraft is performing maneuvering flight, the tail pitch adjustment servo 44 and the tail roll adjustment servo 48 can be further started, and the tail pitch adjustment swing rod 45 is driven by the tail pitch adjustment servo 44 to perform swinging motion, and then the tail transfer platform 47 is driven to perform pitch motion through the tail pitch adjustment connecting rod 46, and the tail roll adjustment servo 48 and the tail 5 can be driven to perform pitch motion synchronously. At the same time, the tail roll adjustment servo 48 can directly drive the tail 5 to perform rolling motion, and the pitch motion and roll motion of the tail 5 can be adjusted separately or superimposed, so as to further enhance the maneuverability of the flapping-wing aircraft during flight.

[0039] During the flight of the flapping-wing aircraft, since the driving force during the flight is completely provided by the flapping movements of the left wing 3 and the right wing 4, when it is necessary to adjust the driving force generated by the left wing 3 and the right wing 4 during the flapping process, the driving force can be adjusted by adjusting the flapping amplitude of the wings.

[0040] Under normal conditions, the flapping amplitudes of the left wing 3 and the right wing 4 are completely determined by the swinging amplitudes of the fourth connecting rod 23 and the fifth connecting rod 24. When the flapping amplitude of the wing needs to be adjusted, the first adjusting steering gear 34 and the second adjusting steering gear 39 can be started.

[0041] When the first adjusting servo 34 is started, the first adjusting driving shaft 35 can be used to drive the first adjusting driving disk 36 to rotate, and then the first adjusting transmission connecting rod 37 can be used to drive the first adjusting transmission rocker rod 38 and the first transmission shaft 27 to perform reciprocating rotational motion. The reciprocating rotation of the first transmission shaft 27 can drive the sixth connecting rod 25 to perform reciprocating swinging motion. When the left wing 3 swings upward to the limit in the normal state, under the drive of the sixth connecting rod 25, the combination composed of the left wing 3, the first electromagnetic torsion drive joint 7, the first wing root transfer arm 31, the fourth connecting rod 23 and the second connecting rod 21 can continue to swing upward around the slide rod shaft 20 as a whole, so that the left wing 3 can further increase the upward swing amplitude on the basis of the conventional upward swing limit. Similarly, when the left wing 3 swings downward to the limit in the normal state, under the drive of the sixth connecting rod 25, the combination composed of the left wing 3, the first electromagnetic torsion drive joint 7, the first wing root transfer arm 31, the fourth connecting rod 23 and the second connecting rod 21 can continue to swing downward around the slide rod shaft 20 as a whole, so that the left wing 3 can further increase the downward swing amplitude on the basis of the normal downward swing limit, and finally realize the adjustment of the flapping amplitude of the left wing 3.

[0042] When the second adjusting servo 39 is started, the second adjusting driving shaft 40 can be used to drive the second adjusting driving disk 41 to rotate, and then the second adjusting transmission connecting rod 42 can be used to drive the second adjusting transmission rocker rod 43 and the second transmission rotating shaft 28 to perform reciprocating rotational motion. The reciprocating rotation of the second transmission rotating shaft 28 can drive the seventh connecting rod 26 to perform reciprocating swinging motion. When the right wing 4 swings upward to the limit in the normal state, under the drive of the seventh connecting rod 26, the combination composed of the right wing 4, the second electromagnetic torsion drive joint 8, the second wing root transfer arm 32, the fifth connecting rod 24 and the third connecting rod 22 can continue to swing upward around the slide rod shaft 20 as a whole, so that the right wing 4 can further increase the upward swing amplitude on the basis of the conventional upward swing limit. Similarly, when the right wing 4 swings downward to the limit in the normal state, under the drive of the seventh connecting rod 26, the combination composed of the right wing 4, the second electromagnetic torsion drive joint 8, the second wing root transfer arm 32, the fifth connecting rod 24 and the third connecting rod 22 can continue to swing downward around the slide rod shaft 20 as a whole, so that the right wing 4 can further increase the downward swing amplitude on the basis of the normal downward swing limit, and finally realize the adjustment of the flapping amplitude of the right wing 4.

[0043] The solutions in the embodiments are not intended to limit the protection scope of the present invention. All equivalent implementations or changes that do not deviate from the present invention are included in the protection scope of the present invention.

Claims

1. A flapping-amplitude adjustable multi-degree-of-freedom flapping-wing aircraft, characterized in that: It includes a nose, a fuselage, a left wing, a right wing and a tail; the nose is located at the front end of the fuselage, the nose adopts a box-type structure, and the inside of the nose is divided into a reduction chamber and a transmission chamber from front to back, the reduction chamber and the transmission chamber are separated by a partition, a reduction mechanism is arranged in the reduction chamber, and a transmission mechanism is arranged in the transmission chamber; a flapping-wing drive motor is fixedly installed at the front end of the nose, and the flapping-wing drive motor is connected to the transmission mechanism through the reduction mechanism; the left wing and the right wing are distributed on both sides of the nose in a mirror-symmetrical manner, the left wing and the right wing are both connected to the transmission mechanism, a first electromagnetic torsion drive joint is arranged between the left wing and the transmission mechanism; a second electromagnetic torsion drive joint is arranged between the right wing and the transmission mechanism; a wing flapping amplitude adjustment mechanism is arranged between the transmission mechanism and the nose box; the tail is located at the rear end of the fuselage, and a tail attitude adjustment actuator is arranged between the tail and the fuselage.

2. The flapping amplitude adjustable multi-degree-of-freedom flapping-wing aircraft according to claim 1, characterized in that: The reduction mechanism includes a first pinion, a first large gear, a second pinion, a second large gear, a first gear shaft, a second gear shaft and a third gear shaft; one end of the first gear shaft is coaxially fixedly connected to the motor shaft of the flapping-wing drive motor, and the other end of the first gear shaft is rotatably connected to the head housing; the first pinion is coaxially fixedly sleeved on the first gear shaft; the second gear shaft is distributed parallel to the first gear shaft, and both ends of the second gear shaft are rotatably connected to the head housing; the first large gear and the second pinion are coaxially fixedly sleeved on the second gear shaft, and the first large gear is meshed with the first pinion; the third gear shaft is distributed parallel to the first gear shaft, and both ends of the third gear shaft are rotatably connected to the head housing; the second large gear is coaxially fixedly sleeved on the third gear shaft, and the second large gear is meshed with the second pinion.

3. The flapping amplitude adjustable multi-degree-of-freedom flapping-wing aircraft according to claim 2, characterized in that: The transmission mechanism includes a crank center shaft, a crank swing arm, a crank eccentric shaft, a first connecting rod, a sliding rod shaft, a second connecting rod, a third connecting rod, a fourth connecting rod, a fifth connecting rod, a sixth connecting rod, a seventh connecting rod, a first transmission shaft, a second transmission shaft, a first adapter block, a second adapter block, a first wing root adapter arm and a second wing root adapter arm; one end of the crank center shaft is coaxially fixedly connected to the third gear shaft, and the other end of the crank center shaft is rotatably connected to the head housing; one end of the crank swing arm is fixedly connected to the crank center shaft, and the other end of the crank swing arm is fixedly connected to the crank eccentric shaft, and the crank swing arm is vertically distributed to the crank center shaft; one end of the first connecting rod is rotatably connected to the crank eccentric shaft, and the first connecting rod is rotatably connected to the sliding rod shaft, the sliding rod shaft is slidably connected to the head housing through a vertical oblong hole, and the sliding rod shaft is parallel to the crank center shaft; one end of the second connecting rod is rotatably connected to the sliding rod On the shaft, the other end of the second connecting rod is hinged with one end of the fourth connecting rod, the other end of the fourth connecting rod is hinged with one end of the sixth connecting rod, and the other end of the sixth connecting rod is fixedly connected to the first transmission shaft, and both ends of the first transmission shaft are rotatably connected to the head housing, and the first transmission shaft is parallel to the crank center shaft; the first adapter block is fixedly connected to the middle part of the fourth connecting rod body, and one end of the first wing root transfer arm is fixedly connected to the first adapter block; one end of the third connecting rod is rotatably connected to the sliding rod shaft, the other end of the third connecting rod is hinged with one end of the fifth connecting rod, the other end of the fifth connecting rod is hinged with one end of the seventh connecting rod, and the other end of the seventh connecting rod is fixedly connected to the second transmission shaft, and both ends of the second transmission shaft are rotatably connected to the head housing, and the second transmission shaft is parallel to the crank center shaft; the second adapter block is fixedly connected to the middle part of the fifth connecting rod body, and one end of the second wing root transfer arm is fixedly connected to the second adapter block.

4. The flapping amplitude adjustable multi-degree-of-freedom flapping-wing aircraft according to claim 3, characterized in that: The left wing flapping transmission assembly is composed of the second connecting rod, the fourth connecting rod, the sixth connecting rod, the first transmission shaft, the first adapter block and the first wing root adapter arm; the right wing flapping transmission assembly is composed of the third connecting rod, the fifth connecting rod, the seventh connecting rod, the second transmission shaft, the second adapter block and the second wing root adapter arm; the left wing flapping transmission assembly and the right wing flapping transmission assembly are mirror-symmetrically distributed with respect to the crank center axis; the first electromagnetic torsion drive joint is fixedly connected to the other end of the first wing root adapter arm of the left wing flapping transmission assembly, and the wing root arm of the left wing is connected to the first electromagnetic torsion drive joint; the second electromagnetic torsion drive joint is fixedly connected to the other end of the second wing root adapter arm of the right wing flapping transmission assembly, and the wing root arm of the right wing is connected to the second electromagnetic torsion drive joint.

5. The flapping amplitude adjustable multi-degree-of-freedom flapping-wing aircraft according to claim 3, characterized in that: The wing flapping amplitude adjustment mechanism comprises a first adjustment servo, a first adjustment drive shaft, a first adjustment drive disk, a first adjustment transmission connecting rod, a first adjustment transmission rocker, a second adjustment servo, a second adjustment drive shaft, a second adjustment drive disk, a second adjustment transmission connecting rod and a second adjustment transmission rocker; the first adjustment servo is horizontally fixed on the nose box, the power output shaft of the first adjustment servo is coaxially fixedly connected with one end of the first adjustment drive shaft, and the other end of the first adjustment drive shaft is fixedly connected with the center of the first adjustment drive disk; one end of the first adjustment transmission connecting rod is eccentrically hinged on the first adjustment drive On the disk, the other end of the first adjusting transmission connecting rod is hinged to the end of the first adjusting transmission rocker rod, and the first adjusting transmission rocker rod is fixedly connected to the first transmission rotating shaft; the second adjusting servo is horizontally fixedly mounted on the head box, the power output shaft of the second adjusting servo is coaxially fixedly connected to one end of the second adjusting drive rotating shaft, and the other end of the second adjusting drive rotating shaft is fixedly connected to the center of the second adjusting drive disk; one end of the second adjusting transmission connecting rod is eccentrically hinged on the second adjusting drive disk, the other end of the second adjusting transmission connecting rod is hinged to the end of the second adjusting transmission rocker rod, and the second adjusting transmission rocker rod is fixedly connected to the second transmission rotating shaft.

6. The flapping amplitude adjustable multi-degree-of-freedom flapping-wing aircraft according to claim 5, characterized in that: The first adjusting servo, the first adjusting drive shaft, the first adjusting drive disk, the first adjusting transmission connecting rod and the first adjusting transmission rocker constitute a left wing flapping amplitude adjusting component; the second adjusting servo, the second adjusting drive shaft, the second adjusting drive disk, the second adjusting transmission connecting rod and the second adjusting transmission rocker constitute a right wing flapping amplitude adjusting component; the left wing flapping amplitude adjusting component and the right wing flapping amplitude adjusting component are distributed in a left-right mirror-symmetrical manner relative to the crank center axis.

7. The flapping amplitude adjustable multi-degree-of-freedom flapping-wing aircraft according to claim 1, characterized in that: The tail attitude adjustment actuator comprises a tail pitch adjustment servo, a tail pitch adjustment rocker, a tail pitch adjustment connecting rod, a tail transfer platform and a tail roll adjustment servo; the tail pitch adjustment servo is horizontally fixed on the fuselage frame, one end of the tail pitch adjustment rocker is fixedly connected to the power output shaft of the tail pitch adjustment servo, the other end of the tail pitch adjustment rocker is hinged to one end of the tail pitch adjustment connecting rod, and the other end of the tail pitch adjustment connecting rod is hinged to the tail transfer platform; the tail transfer platform is hinged to the rear end of the fuselage frame, and the hinge point of the tail transfer platform and the rear end of the fuselage frame is located directly below the hinge point of the tail pitch adjustment connecting rod and the tail transfer platform; the tail roll adjustment servo is horizontally fixed on the upper surface of the tail transfer platform, and the wing root arm of the tail is coaxially fixedly connected to the power output shaft of the tail roll adjustment servo.

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