A multi-degree-of-freedom flapping-wing aircraft with adjustable flapping amplitude

Abstract

The application discloses a flapping amplitude adjustable multi-degree-of-freedom flapping wing aircraft, which comprises a nose, a fuselage, a left wing, a right wing and a tail wing; the nose is arranged at the front end of the fuselage; the nose adopts a box type structure; the inside of the nose 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 by a partition plate; a speed reduction mechanism is arranged in the speed reduction chamber; a transmission mechanism is arranged in the transmission chamber; a flapping wing driving motor is fixedly arranged at the front end of the nose; the flapping wing driving motor is connected with the transmission mechanism through the speed reduction mechanism; the left wing and the right wing are symmetrically arranged on the two sides of the nose; the left wing and the right wing are connected with the transmission mechanism; a first electromagnetic 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; the tail wing is arranged at the rear end of the fuselage; a tail wing posture adjusting executing mechanism is arranged between the tail wing and the fuselage.

Description

Technical Field

[0001] This invention belongs to the field of flapping-wing aircraft technology, and in particular relates to a multi-degree-of-freedom flapping-wing aircraft with adjustable flapping amplitude. Background Technology

[0002] Ornithopter aircraft are aircraft that can mimic the flight patterns of birds or insects. Compared to fixed-wing and rotary-wing aircraft, ornithopter aircraft can integrate lift, hovering, and propulsion functions into the flapping motion, making them more suitable for the manufacture of micro-aircraft. They also offer good maneuverability and flexibility. However, existing ornithopter aircraft generally suffer from limited degrees of freedom of movement, limited movement patterns, and poor biomimetic performance. Summary of the Invention

[0003] To address the problems existing in the prior art, this invention provides a multi-degree-of-freedom flapping wing aircraft with adjustable flapping amplitude. Its wings can perform flapping and twisting movements, and its tail can perform pitching and rolling movements. Moreover, the flapping amplitude of the wings can be dynamically adjusted, making the movement more diverse and further improving the biomimetic performance of the flapping wing aircraft.

[0004] To achieve the above objectives, the present invention adopts the following technical solution: a multi-degree-of-freedom flapping wing aircraft with adjustable flapping amplitude, comprising a nose, fuselage, left wing, right wing, and tail; the nose is located at the front of the fuselage and adopts a box-type structure, which is divided into a deceleration chamber and a transmission chamber from front to rear inside the nose, separated by a partition. A deceleration mechanism is provided in the deceleration chamber, and a transmission mechanism is provided in the transmission chamber; a flapping wing drive motor is fixedly installed at the front of the nose, and the flapping wing drive motor is connected to the transmission mechanism through the deceleration mechanism; the left and right wings are mirror-symmetrically distributed on both sides of the nose, and both the left and right wings are connected to the transmission mechanism; a first electromagnetic torsional drive joint is provided between the left wing and the transmission mechanism; a second electromagnetic torsional drive joint is provided between the right wing and the transmission mechanism; a wing flapping amplitude adjustment mechanism is provided between the transmission mechanism and the nose box; the tail is located at the rear of the fuselage, and a tail attitude adjustment actuator is provided 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 and 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 nose housing. The first pinion is coaxially and fixedly mounted on the first gear shaft. The second gear shaft is parallel to the first gear shaft, and both ends of the second gear shaft are rotatably connected to the nose housing. The first large gear and the second pinion are both coaxially and fixedly mounted on the second gear shaft, and the first large gear meshes with the first pinion. The third gear shaft is parallel to the first gear shaft, and both ends of the third gear shaft are rotatably connected to the nose housing. The second large gear is coaxially and fixedly mounted on the third gear shaft, and the second large gear meshes with the second pinion.

[0006] The transmission mechanism includes a crank center shaft, a crank arm, a crank eccentric shaft, a first connecting rod, a slide 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 and fixedly connected to the third gear shaft, and the other end of the crank center shaft is rotatably connected to the engine head housing. One end of the crank arm is fixedly connected to the crank center shaft, and the other end of the crank arm is fixedly connected to the crank eccentric shaft. The crank arm is perpendicular to the crank center shaft. One end of the first connecting rod is rotatably connected to the crank eccentric shaft and is rotatably connected to the slide shaft. The slide shaft is slidably connected to the engine head housing through a vertically elongated hole and is parallel to the crank center shaft. One end of the second connecting rod is rotatably connected to the slide shaft. On the shaft, the other end of the second connecting rod is hinged to one end of the fourth connecting rod, the other end of the fourth connecting rod is hinged to one end of the sixth connecting rod, and the other end of the sixth connecting rod is fixedly connected to the first transmission shaft. Both ends of the first transmission shaft are rotatably connected to the engine head housing, and the first transmission shaft is parallel to the crank center shaft. The first adapter block is fixedly connected to the middle of the fourth connecting rod, and one end of the first wing root adapter arm is fixedly connected to the first adapter block. One end of the third connecting rod is rotatably connected to the slide shaft, the other end of the third connecting rod is hinged to one end of the fifth connecting rod, the other end of the fifth connecting rod is hinged to one end of the seventh connecting rod, and the other end of the seventh connecting rod is fixedly connected to the second transmission shaft. Both ends of the second transmission shaft are rotatably connected to the engine head housing, and the second transmission shaft is parallel to the crank center shaft. The second adapter block is fixedly connected to the middle of the fifth connecting rod, and one end of the second wing root adapter arm is fixedly connected to the second adapter block.

[0007] The left wing flapping transmission assembly is composed of the second link, the fourth link, the sixth link, 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 link, the fifth link, the seventh link, the second transmission shaft, the second adapter block, and the second wing root adapter arm; the left and right wing flapping transmission assemblies are symmetrically distributed in mirror image to each other 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 includes a first adjustment servo, a first adjustment drive shaft, a first adjustment drive disc, a first adjustment transmission link, a first adjustment transmission lever, a second adjustment servo, a second adjustment drive shaft, a second adjustment drive disc, a second adjustment transmission link, and a second adjustment transmission lever. The first adjustment servo is horizontally fixed to the nose housing. The power output shaft of the first adjustment servo is coaxially fixed to one end of the first adjustment drive shaft, and the other end of the first adjustment drive shaft is fixedly connected to the center of the first adjustment drive disc. One end of the first adjustment transmission link is eccentrically hinged to the first adjustment drive shaft. On the disk, the other end of the first adjusting transmission link is hinged to the end of the first adjusting transmission swing rod, and the first adjusting transmission swing rod is fixedly connected to the first transmission shaft; the second adjusting servo is horizontally fixed on the head housing, the power output shaft of the second adjusting servo is coaxially fixedly connected to one end of the second adjusting drive shaft, and the other end of the second adjusting drive shaft is fixedly connected to the center of the second adjusting drive disk; one end of the second adjusting transmission link is eccentrically hinged to the second adjusting drive disk, and the other end of the second adjusting transmission link is hinged to the end of the second adjusting transmission swing rod, and the second adjusting transmission swing rod is fixedly connected to the second transmission shaft.

[0009] The left wing flapping amplitude adjustment assembly is composed of the first adjustment servo, the first adjustment drive shaft, the first adjustment drive disc, the first adjustment transmission link, and the first adjustment transmission swing arm; the right wing flapping amplitude adjustment assembly is composed of the second adjustment servo, the second adjustment drive shaft, the second adjustment drive disc, the second adjustment transmission link, and the second adjustment transmission swing arm; the left wing flapping amplitude adjustment assembly and the right wing flapping amplitude adjustment assembly are symmetrically distributed in a mirror image with respect to the crank center shaft.

[0010] The tail fin attitude control mechanism includes a tail fin pitch control servo, a tail fin pitch control lever, a tail fin pitch control linkage, a tail fin adapter platform, and a tail fin roll control servo. The tail fin pitch control servo is horizontally fixed to the fuselage frame. One end of the tail fin pitch control lever is fixedly connected to the power output shaft of the tail fin pitch control servo, and the other end of the tail fin pitch control lever is hinged to one end of the tail fin pitch control linkage. The other end of the tail fin pitch control linkage is hinged to the tail fin adapter platform. The tail fin adapter platform is hinged to the rear end of the fuselage frame, and the hinge point between the tail fin adapter platform and the rear end of the fuselage frame is located directly below the hinge point between the tail fin pitch control linkage and the tail fin adapter platform. The tail fin roll control servo is horizontally fixed to the upper surface of the tail fin adapter platform, and the wing root arm of the tail fin is coaxially fixed to the power output shaft of the tail fin roll control servo.

[0011] The beneficial effects of this invention are:

[0012] The flapping amplitude adjustable multi-degree-of-freedom flapping wing aircraft of the present invention has wings capable of flapping and twisting motions, tail capable of pitching and rolling motions, and the flapping amplitude of the wings can be dynamically adjusted, making the motion forms more diverse and further improving the biomimetic performance of the flapping wing aircraft. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the structure of a multi-degree-of-freedom flapping wing aircraft with adjustable flapping amplitude according to the present invention (view 1);

[0014] Figure 2 for Figure 1 Enlarged view of the middle section (I);

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

[0016] Figure 4 This is a schematic diagram (view 2) of the structure of a multi-degree-of-freedom flapping wing aircraft with adjustable flapping amplitude (rear panel of the nose box not shown);

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

[0018] Figure 6 This is a structural schematic diagram (view 3) of a multi-degree-of-freedom flapping wing aircraft with adjustable flapping amplitude (rear panel of the nose box not shown);

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

[0020] In the diagram, 1—nose, 2—fuselage, 3—left wing, 4—right wing, 5—tail, 6—flapping wing drive motor, 7—first electromagnetic torsional drive joint, 8—second electromagnetic torsional drive joint, 9—first pinion, 10—first large gear, 11—second pinion, 12—second large gear, 13—first gear shaft, 14—second gear shaft, 15—third gear shaft, 16—crank center shaft, 17—crank swing arm, 18—crank eccentric shaft, 19—first connecting rod, 20—slider shaft, 21—second connecting rod, 22—third connecting rod, 23—fourth connecting rod, 24—fifth connecting rod, 25—sixth connecting rod, 26—seventh connecting rod, 27—first transmission shaft, 28. 29—Second transmission shaft; 30—First adapter block; 31—Second adapter block; 32—First wing root adapter arm; 33—Second wing root adapter arm; 34—Vertical elongated hole; 35—First adjustment servo; 36—First adjustment drive shaft; 37—First adjustment drive disc; 38—First adjustment drive lever; 39—Second adjustment servo; 40—Second adjustment drive shaft; 41—Second adjustment drive disc; 42—Second adjustment drive link; 43—Second adjustment drive lever; 44—Tail fin pitch adjustment servo; 45—Tail fin pitch adjustment lever; 46—Tail fin pitch adjustment link; 47—Tail fin adapter platform; 48—Tail fin roll adjustment servo. Detailed Implementation

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

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

[0023] The reduction 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 and 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 and fixedly mounted on the first gear shaft 13. The second gear shaft 14 is parallel to 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 and fixedly mounted on the second gear shaft 14, and the first large gear 10 meshes with the first pinion 9. The third gear shaft 15 is parallel to 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 and fixedly mounted on the third gear shaft 15, and the second large gear 12 meshes 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 slide 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 adapter block 29, a second adapter block 30, a first wing root adapter arm 31, and a second wing root adapter arm 32; one end of the crank center shaft 16 is coaxially and fixedly connected to the third gear shaft 15. The other end is rotatably connected to the housing of the machine head 1; one end of the crank arm 17 is fixedly connected to the crank center shaft 16, and the other end of the crank arm 17 is fixedly connected to the crank eccentric shaft 18. The crank arm 17 is perpendicular to 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 shaft 20. The slide shaft 20 is slidably connected to the housing of the machine head 1 through a vertically elongated hole 33. The slide shaft 20 is parallel to the crank center shaft 16; one end of the second connecting rod 21 is rotated... The second connecting rod 21 is movably connected to the slide 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 housing of the engine head 1. The first transmission shaft 27 is parallel to the crank center shaft 16. The first adapter block 29 is fixedly connected to the middle of the fourth connecting rod 23. One end of the first wing root adapter arm 31 is fixedly connected to the first adapter block 29. The third connecting rod... One end of rod 22 is rotatably connected to slide shaft 20. The other end of third link 22 is hinged to one end of fifth link 24. The other end of fifth link 24 is hinged to one end of seventh link 26. The other end of seventh link 26 is fixedly connected to second transmission shaft 28. Both ends of second transmission shaft 28 are rotatably connected to the housing of engine head 1. Second transmission shaft 28 is distributed parallel to crank center shaft 16. Second adapter block 30 is fixedly connected to the middle of fifth link 24. One end of second wing root adapter arm 32 is fixedly connected to second adapter block 30.

[0025] The left wing flapping transmission assembly is composed of the second link 21, the fourth link 23, the sixth link 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 link 22, the fifth link 24, the seventh link 26, the second transmission shaft 28, the second adapter block 30, and the second wing root adapter arm 32; the left and right wing flapping transmission assemblies 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 arms 17 arranged side by side, and the crank eccentric shaft 18 is fixedly connected between the two crank arms 17; there are two first connecting rods 19 arranged side by side, with the second connecting rod 21 and the third connecting rod 22 located between the two first connecting rods 19; there are two fourth connecting rods 23 arranged side by side, with the two fourth connecting rods 23 symmetrically distributed on both sides of the second connecting rod 21; there are two fifth connecting rods 24 arranged side by side, with the two fifth connecting rods 24 symmetrically distributed on both sides of the third connecting rod 21. The first connecting block 29 is I-shaped and is fixedly installed between the two fourth connecting blocks 23; the second connecting block 30 is I-shaped and is fixedly installed between the two fifth connecting blocks 24. The first connecting block 29 is located on both sides of the rod 22; the second connecting block 30 is I-shaped and is fixedly installed between the two fifth connecting blocks 24.

[0027] The wing flapping amplitude adjustment mechanism includes a first adjustment servo 34, a first adjustment drive shaft 35, a first adjustment drive disc 36, a first adjustment transmission link 37, a first adjustment transmission swing arm 38, a second adjustment servo 39, a second adjustment drive shaft 40, a second adjustment drive disc 41, a second adjustment transmission link 42, and a second adjustment transmission swing arm 43. The first adjustment servo 34 is horizontally fixed on the nose housing 1. The power output shaft of the first adjustment servo 34 is coaxially fixedly connected to 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 disc 36. One end of the first adjustment transmission link 37 is eccentrically hinged to the first adjustment drive shaft 36. On disk 36, the other end of the first adjusting transmission link 37 is hinged to the end of the first adjusting transmission swing rod 38, and the first adjusting transmission swing rod 38 is fixedly connected to the first transmission shaft 27; the second adjusting servo motor 39 is horizontally fixed on the head 1 housing, and the power output shaft of the second adjusting servo motor 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 link 42 is eccentrically hinged to the second adjusting drive disk 41, and the other end of the second adjusting transmission link 42 is hinged to the end of the second adjusting transmission swing rod 43, and the second adjusting transmission swing rod 43 is fixedly connected to the second transmission shaft 28.

[0028] The left wing flapping amplitude adjustment assembly is composed of the first adjustment servo 34, the first adjustment drive shaft 35, the first adjustment drive disc 36, the first adjustment transmission link 37, and the first adjustment transmission swing arm 38; the right wing flapping amplitude adjustment assembly is composed of the second adjustment servo 39, the second adjustment drive shaft 40, the second adjustment drive disc 41, the second adjustment transmission link 42, and the second adjustment transmission swing arm 43; the left wing flapping amplitude adjustment assembly and the right wing flapping amplitude adjustment assembly are symmetrically distributed in a mirror image with respect to the crank center shaft 16.

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

[0030] The following describes a single use of the present invention with reference to the accompanying drawings:

[0031] Hold the fuselage frame 2 by hand, then start the flapping wing drive motor 6. The flapping wing drive motor 6 drives the first gear shaft 13 to rotate. The first pinion 9 rotates synchronously with the first gear shaft 13. The rotating first pinion 9 further drives the first large gear 10 that meshes with it to rotate, 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 follow the second gear shaft 14 to rotate synchronously. The rotating second small gear 11 will further drive the second large gear 12 meshing with it to rotate, completing the second stage of deceleration.

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

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

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

[0036] Once the left wing 3 and right wing 4 initiate flapping motion simultaneously, release the grip on the fuselage frame 2, and the flapping-wing aircraft can achieve stable forward flight.

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

[0038] During maneuvering flight of the ornithopter, the tail fin pitch control servo 44 and tail fin roll control servo 48 can be activated. The tail fin pitch control servo 44 drives the tail fin pitch control lever 45 to rotate, which in turn drives the tail fin transfer platform 47 to pitch via the tail fin pitch control linkage 46. This further drives the tail fin roll control servo 48 and the tail fin 5 to pitch synchronously. At the same time, the tail fin roll control servo 48 can directly drive the tail fin 5 to roll, and the pitch and roll movements of the tail fin 5 can be adjusted individually or in combination, thereby further enhancing the maneuverability of the ornithopter during flight.

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

[0040] Under normal conditions, the flapping amplitude of the left wing 3 and the right wing 4 is entirely determined by the swing amplitude of the fourth link 23 and the fifth link 24. When it is necessary to adjust the flapping amplitude of the wings, the first adjustment servo 34 and the second adjustment servo 39 can be activated.

[0041] When the first adjustment servo motor 34 is activated, it can drive the first adjustment drive disk 36 to rotate through the first adjustment drive shaft 35, and then drive the first adjustment drive swing rod 38 and the first drive shaft 27 to perform reciprocating rotation through the first adjustment transmission link 37. The reciprocating rotation of the first drive shaft 27 can drive the sixth link 25 to perform reciprocating swing motion. When the left wing 3 swings upward to the limit in the normal state, under the drive of the sixth link 25, the combination of the left wing 3, the first electromagnetic torsion drive joint 7, the first wing root adapter arm 31, the fourth link 23 and the second link 21 can continue to swing upward around the slide bar shaft 20 as a whole, thereby further increasing the upward swing amplitude of the left wing 3 on the basis of the normal upward swing limit. Similarly, when the left wing 3 swings downward to its limit in the normal state, under the drive of the sixth link 25, the combination consisting of the left wing 3, the first electromagnetic torsion drive joint 7, the first wing root adapter arm 31, the fourth link 23 and the second link 21 can continue to swing downward around the slide bar axis 20 as a whole, thereby further increasing the downward swing amplitude of the left wing 3 on the basis of the normal downward swing limit, and finally realizing the adjustment of the flapping amplitude of the left wing 3.

[0042] When the second adjustment servo 39 is activated, it can drive the second adjustment drive disk 41 to rotate via the second adjustment drive shaft 40, and then drive the second adjustment drive swing arm 43 and the second drive shaft 28 to reciprocate through the second adjustment transmission link 42. The reciprocating rotation of the second drive shaft 28 can drive the seventh link 26 to reciprocate. When the right wing 4 swings upward to the limit in the normal state, under the drive of the seventh link 26, the combination of the right wing 4, the second electromagnetic torsion drive joint 8, the second wing root adapter arm 32, the fifth link 24 and the third link 22 can continue to swing upward around the slide bar shaft 20 as a whole, thereby further increasing the upward swing amplitude of the right wing 4 on the basis of the normal upward swing limit. Similarly, when the right wing 4 swings downward to its limit in the normal state, driven by the seventh link 26, the assembly consisting of the right wing 4, the second electromagnetic torsion drive joint 8, the second wing root adapter arm 32, the fifth link 24 and the third link 22 can continue to swing downward around the slide bar axis 20 as a whole, thereby further increasing the downward swing amplitude of the right wing 4 on the basis of the normal downward swing limit, and finally realizing the adjustment of the flapping amplitude of the right wing 4.

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

Claims

1. A multi-degree-of-freedom flapping-wing aircraft with adjustable flapping amplitude, characterized in that: The fuselage includes a nose, fuselage, left wing, right wing, and tail. The nose is located at the front of the fuselage and has a box-type structure. Inside the nose, from front to back, there is a reduction gear chamber and a transmission chamber, separated by a partition. A reduction mechanism is installed in the reduction gear chamber, and a transmission mechanism is installed in the transmission chamber. A flapping wing drive motor is fixedly installed at the front of the nose and is connected to the transmission mechanism via the reduction mechanism. The left and right wings are symmetrically distributed on both sides of the nose and are both connected to the transmission mechanism. A first electromagnetic torsional drive joint is installed between the left wing and the transmission mechanism; a second electromagnetic torsional drive joint is installed between the right wing and the transmission mechanism; a wing flapping amplitude adjustment mechanism is installed between the transmission mechanism and the nose housing; the tail is located at the rear of the fuselage, and a tail attitude adjustment mechanism is installed between the tail and the fuselage. 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 and 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 nose housing. The first pinion is coaxially and fixedly mounted on the first gear shaft. The second gear shaft is parallel to the first gear shaft, and both ends of the second gear shaft are rotatably connected to the nose housing. The first large gear and the second pinion are both coaxially and fixedly mounted on the second gear shaft, and the first large gear meshes with the first pinion. The third gear shaft is parallel to the first gear shaft, and both ends of the third gear shaft are rotatably connected to the nose housing. The second large gear is coaxially and fixedly mounted on the third gear shaft, and the second large gear meshes with the second pinion. The transmission mechanism includes a crank center shaft, a crank arm, a crank eccentric shaft, a first connecting rod, a slide 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 and fixedly connected to the third gear shaft, and the other end of the crank center shaft is rotatably connected to the engine head housing. One end of the crank arm is fixedly connected to the crank center shaft, and the other end of the crank arm is fixedly connected to the crank eccentric shaft. The crank arm is perpendicular to the crank center shaft. One end of the first connecting rod is rotatably connected to the crank eccentric shaft and is rotatably connected to the slide shaft. The slide shaft is slidably connected to the engine head housing through a vertically elongated hole and is parallel to the crank center shaft. One end of the second connecting rod is rotatably connected to the slide shaft. On the shaft, the other end of the second connecting rod is hinged to one end of the fourth connecting rod, the other end of the fourth connecting rod is hinged to one end of the sixth connecting rod, and the other end of the sixth connecting rod is fixedly connected to the first transmission shaft. Both ends of the first transmission shaft are rotatably connected to the engine head housing, and the first transmission shaft is parallel to the crank center shaft. The first adapter block is fixedly connected to the middle of the fourth connecting rod, and one end of the first wing root adapter arm is fixedly connected to the first adapter block. One end of the third connecting rod is rotatably connected to the slide shaft, the other end of the third connecting rod is hinged to one end of the fifth connecting rod, the other end of the fifth connecting rod is hinged to one end of the seventh connecting rod, and the other end of the seventh connecting rod is fixedly connected to the second transmission shaft. Both ends of the second transmission shaft are rotatably connected to the engine head housing, and the second transmission shaft is parallel to the crank center shaft. The second adapter block is fixedly connected to the middle of the fifth connecting rod, and one end of the second wing root adapter arm is fixedly connected to the second adapter block. The wing flapping amplitude adjustment mechanism includes a first adjustment servo, a first adjustment drive shaft, a first adjustment drive disc, a first adjustment transmission link, a first adjustment transmission lever, a second adjustment servo, a second adjustment drive shaft, a second adjustment drive disc, a second adjustment transmission link, and a second adjustment transmission lever. The first adjustment servo is horizontally fixed to the nose housing. The power output shaft of the first adjustment servo is coaxially fixed to one end of the first adjustment drive shaft, and the other end of the first adjustment drive shaft is fixedly connected to the center of the first adjustment drive disc. One end of the first adjustment transmission link is eccentrically hinged to the first adjustment drive shaft. On the disk, the other end of the first adjusting transmission link is hinged to the end of the first adjusting transmission swing rod, and the first adjusting transmission swing rod is fixedly connected to the first transmission shaft; the second adjusting servo is horizontally fixed on the head housing, the power output shaft of the second adjusting servo is coaxially fixedly connected to one end of the second adjusting drive shaft, and the other end of the second adjusting drive shaft is fixedly connected to the center of the second adjusting drive disk; one end of the second adjusting transmission link is eccentrically hinged to the second adjusting drive disk, and the other end of the second adjusting transmission link is hinged to the end of the second adjusting transmission swing rod, and the second adjusting transmission swing rod is fixedly connected to the second transmission shaft.

2. The flapping amplitude adjustable multi-degree-of-freedom flapping wing aircraft according to claim 1, characterized in that: The left wing flapping transmission assembly is composed of the second link, the fourth link, the sixth link, 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 link, the fifth link, the seventh link, the second transmission shaft, the second adapter block, and the second wing root adapter arm; the left and right wing flapping transmission assemblies are symmetrically distributed in mirror image to each other 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.

3. The flapping amplitude adjustable multi-degree-of-freedom flapping wing aircraft according to claim 1, characterized in that: The left wing flapping amplitude adjustment assembly is composed of the first adjustment servo, the first adjustment drive shaft, the first adjustment drive disc, the first adjustment transmission link, and the first adjustment transmission swing arm; the right wing flapping amplitude adjustment assembly is composed of the second adjustment servo, the second adjustment drive shaft, the second adjustment drive disc, the second adjustment transmission link, and the second adjustment transmission swing arm; the left wing flapping amplitude adjustment assembly and the right wing flapping amplitude adjustment assembly are symmetrically distributed in a mirror image with respect to the crank center shaft.

4. The flapping amplitude adjustable multi-degree-of-freedom flapping wing aircraft according to claim 1, characterized in that: The tail fin attitude control mechanism includes a tail fin pitch control servo, a tail fin pitch control lever, a tail fin pitch control linkage, a tail fin adapter platform, and a tail fin roll control servo. The tail fin pitch control servo is horizontally fixed to the fuselage frame. One end of the tail fin pitch control lever is fixedly connected to the power output shaft of the tail fin pitch control servo, and the other end of the tail fin pitch control lever is hinged to one end of the tail fin pitch control linkage. The other end of the tail fin pitch control linkage is hinged to the tail fin adapter platform. The tail fin adapter platform is hinged to the rear end of the fuselage frame, and the hinge point between the tail fin adapter platform and the rear end of the fuselage frame is located directly below the hinge point between the tail fin pitch control linkage and the tail fin adapter platform. The tail fin roll control servo is horizontally fixed to the upper surface of the tail fin adapter platform, and the wing root arm of the tail fin is coaxially fixed to the power output shaft of the tail fin roll control servo.

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