Variable-attack-angle double-section flapping-wing air vehicle

Abstract

The invention relates to the technical field of aircrafts, in particular to a variable-attack-angle double-section flapping-wing aircraft which comprises an aircraft body, a power source and driving system, a double-section-wing flapping system left wing, a double-section-wing flapping system right wing, an attack angle adjusting driving system and an empennage adjusting driving system. Wherein the fuselage serves as a main body structure of the aircraft and is used for supporting and fixing other functional modules; the power source and the driving system are mounted on the fuselage and are used for providing power for the flapping wing to move; a left wing and a right wing of the double-section wing flapping system are mounted on the power source and the driving system.According to the variable-attack-angle double-section flapping-wing aircraft, in the flapping-wing flight process, by adjusting the attack angles of the wings in real time, the lift force and resistance distribution of the aircraft in different flight states can be optimized, and therefore the flight efficiency and stability are improved; the variable attack angle design enables the aircraft to better cope with a complex airflow environment.

Description

Technical Field

[0001] The invention relates to the technical field of flapping-wing aircraft, in particular to a variable-attack-angle double-stage flapping-wing aircraft. Background Art

[0002] A flapping-wing aircraft is an aircraft that imitates the flight style of birds and insects in nature. It generates lift and thrust through the periodic flapping of its wings to achieve flight. Compared with traditional fixed-wing and rotorcraft, flapping-wing aircraft has unique advantages such as low noise, high maneuverability and low energy consumption. Therefore, it has broad application prospects in military reconnaissance, environmental monitoring and disaster relief.

[0003] According to the different ways of generating aerodynamic force, existing aircraft mainly include fixed-wing aircraft, rotorcraft and flapping-wing aircraft. Bionic flapping-wing aircraft generate lift to overcome gravity and thrust to achieve flight movement by periodically flapping their wings, which greatly reduces the space requirements for take-off and landing sites. On the other hand, flapping-wing flight can quickly change the flight attitude of the aircraft, flexibly avoid obstacles, and greatly improve the maneuverability of flight.

[0004] Existing flapping-wing aircraft are mainly divided into two types: single-stage flapping-wing and multi-stage flapping-wing. Single-stage flapping-wing aircraft have a simple structure, but their aerodynamic efficiency is low, making it difficult to achieve complex flight maneuvers. Multi-stage flapping-wing aircraft can better simulate the flight mode of natural organisms by increasing the number of wing segments, thereby improving aerodynamic efficiency and flight stability. However, existing multi-stage flapping-wing aircraft still have deficiencies in angle of attack adjustment, resulting in limited adaptability in complex environments. Summary of the invention

[0005] The object of the present invention is to provide a variable angle of attack double-stage flapping wing aircraft to solve the problems raised in the above background technology.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] A variable angle of attack double-stage flapping wing aircraft, the aircraft comprising a fuselage, a power source and a drive system, a left wing of a double-stage wing flapping system, a right wing of a double-stage wing flapping system, an angle of attack adjustment drive system, and a tail wing adjustment drive system;

[0008] Among them, the fuselage serves as the main structure of the aircraft, used to support and fix other functional modules; the power source and drive system are installed on the fuselage to provide power for flapping movement; the left and right wings of the two-section wing flapping system are installed on the power source and drive system to achieve coordinated flapping of the inner and outer wings; the angle of attack adjustment drive system is used to adjust the angle of attack of the two-section wing and optimize the lift and drag distribution of the aircraft; the tail wing adjustment drive system is used to control the pitch and roll angles of the tail wing to achieve precise control of the flight attitude.

[0009] Preferably, the fuselage includes a first fuselage frame plate and a second fuselage frame plate which are arranged in parallel, and a threaded connecting shaft is arranged between the first fuselage frame plate and the second fuselage frame plate, and the first fuselage frame plate and the second fuselage frame plate are fixed together by the threaded connecting shaft.

[0010] Preferably, the power source and driving system include a driving motor, a first driving system frame plate, a second driving system frame plate, a top fixing plate, a bottom fixing plate, an angle of attack adjustment shaft and bearings, a motor output gear A, a gear B, a gear C, a gear D, a gear E, a gear shaft, a left wing output gear shaft, and a right wing output gear shaft;

[0011] Wherein, the first driving system frame plate and the second driving system frame plate are fixedly connected in parallel via a top fixing plate and a bottom fixing plate.

[0012] Preferably, the driving motor is fixedly mounted on the second driving system frame plate, and the output end of the driving motor is fixedly connected to the motor output gear A;

[0013] A gear shaft, a left wing output gear shaft and a right wing output gear shaft are rotatably connected between the first drive system frame plate and the second drive system frame plate, gear B and gear C are both fixedly connected to the gear shaft, and gear B is meshed with the motor output gear A;

[0014] Gear E and gear D are fixed on the right wing output gear shaft and the left wing output gear shaft respectively. Gear E and gear D are located on both sides of gear C respectively and mesh with gear C.

[0015] Preferably, the left wing of the two-stage wing flapping system includes a left wing crank, a left wing crank connecting rod, a left inner wing rocker A, a left outer wing rocker B, a left outer wing rocker C, a left inner wing rotation axis, a left inner wing rib plate, a left inner and outer wing rotation axis, a left inner wing wing support rod, a left outer wing wing support rod, a left outer wing rib plate, and an outer wing stabilizing member;

[0016] Among them, one end of the left wing output gear shaft extends to the outside of the first drive system frame plate, and is fixedly connected to the left wing crank of the left wing of the two-stage wing flapping system, one end of the left wing crank is rotatably connected to the left wing crank connecting rod, the tops of the first drive system frame plate and the second drive system frame plate are inclined and extended to both sides to form a fixed part, and the left inner wing rotating shaft is rotatably connected between the fixed parts of the first drive system frame plate and the second drive system frame plate, one end of the left wing crank connecting rod is rotatably connected to the left inner wing rotating shaft, and the two ends of the left inner wing rotating shaft are respectively rotatably connected to the rocker A and the left inner wing rib plate.

[0017] Preferably, a rocker B is rotatably connected to the left wing crank connecting rod, a left inner and outer wing rotating shaft is rotatably connected between the rocker A and the left inner wing rib plate, two ends of the left inner and outer wing rotating shaft are rotatably connected to the left outer wing rocker C and the left outer wing rib plate respectively, and one end of the rocker B is rotatably connected to the left inner and outer wing rotating shaft;

[0018] The left inner wing support rod is inserted between the left inner wing rib and rocker A, the left outer wing support rod is inserted between the left outer wing rib and rocker C. The outer wing stabilizer is made of a thin plastic hollow material and is fixedly connected to the end of the left outer wing to ensure that the wing gradually unfolds when flapping downward and gradually folds when flapping upward.

[0019] Preferably, the angle of attack adjustment drive system comprises an angle of attack adjustment servo, a servo rocker arm, a first connecting rod, and a joint bearing. One end of the joint bearing is fixedly connected to the first drive system frame plate by a screw, and the other end is rotatably connected to the first connecting rod. The angle of attack adjustment servo is installed between the first fuselage frame plate and the second fuselage frame plate. The output end of the angle of attack adjustment servo is fixedly connected to the servo rocker arm, and one end of the servo rocker arm is rotatably connected to the first connecting rod.

[0020] Preferably, the tail adjustment drive system includes a tail pitch servo, a servo rocker arm, a second connecting rod, a tail pitch rocker arm, a tail pitch rotation axis, a tail roll servo, a tail roll servo fixing bracket, a servo steering wheel, and a tail.

[0021] Preferably, the tail pitch servo is installed between the first fuselage frame plate and the second fuselage frame plate, the output end of the tail pitch servo is fixedly connected to the servo rocker arm, a tail pitch rotation axis is fixedly connected between the first fuselage frame plate and the second fuselage frame plate, a tail pitch rocker is rotatably connected to the tail pitch rotation axis, and one end of the tail pitch rocker is rotatably connected to the second connecting rod.

[0022] Preferably, one end of the tail pitch rocker is fixedly connected to a tail roll servo fixing bracket, the tail roll servo is fixedly mounted on the servo fixing bracket, the output end of the tail roll servo is fixedly mounted with a servo steering wheel, and the tail is mounted on the servo steering wheel.

[0023] Beneficial effects of the present invention:

[0024] The variable angle of attack two-stage flapping wing aircraft proposed in the present invention can optimize the lift and drag distribution of the aircraft in different flight states by adjusting the wing angle of attack in real time during flapping wing flight, thereby improving flight efficiency and stability; the variable angle of attack design enables the aircraft to better cope with complex airflow environments, such as gusts or turbulence, and enhances the aircraft's anti-interference ability; the dynamic adjustment of the angle of attack combined with the tail adjustment enables the aircraft to quickly change its flight attitude and achieve more flexible turning, climbing, diving and other actions.

[0025] The variable angle of attack two-section flapping wing aircraft proposed in the present invention has a two-section wing design that drives the inner and outer wings to unfold and fold during flapping flight through a crank rocker mechanism, so that the wings maintain a large wingspan when flapping downward to generate sufficient lift, and fold the wingspan when flapping upward to reduce resistance, thereby significantly improving aerodynamic efficiency; the two-section wing design can be closer to the flight mode of birds or insects in nature, optimizes the generation and distribution of aerodynamic force through segmented flapping, and effectively improves the lift and thrust efficiency of the aircraft.

[0026] The variable angle of attack double-stage flapping-wing aircraft proposed in the present invention has a significant effect on the aerodynamic performance of the flapping-wing aircraft in flapping-wing flight. The pitch angle and roll angle of the tail wing are controlled by the servo driving the rocker mechanism, thereby improving the flight stability, maneuverability and energy utilization efficiency of the flapping-wing aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0028] Figure 1 It is a schematic diagram of the overall structure of the flapping-wing aircraft proposed by the present invention;

[0029] Figure 2 is a front view of the entire flapping-wing aircraft proposed by the present invention;

[0030] Figure 3 is a top view of the flapping-wing aircraft proposed by the present invention;

[0031] Figure 4 It is a side view of the overall structure of the flapping-wing aircraft proposed by the present invention when the wing attack angle is positive;

[0032] Figure 5 It is a side view of the overall structure of the flapping-wing aircraft proposed by the present invention when the wing attack angle is negative;

[0033] Figure 6It is a front view of the flapping-wing aircraft proposed by the present invention when the double-section wings are unfolded and the flapping-wing aircraft is in the lowest position;

[0034] Figure 7 It is a front view of the flapping-wing aircraft proposed by the present invention when the double-section wings are folded and flapping up to the highest position;

[0035] Figure 8 Schematic diagram of the fuselage portion of the flapping-wing aircraft proposed by the present invention;

[0036] Fig. 9 It is a partial schematic diagram of the power source and driving system of the flapping-wing aircraft proposed by the present invention;

[0037] Fig.10 It is a front view of the left wing of the double-section wing flapping system of the flapping-wing aircraft proposed by the present invention;

[0038] Fig.11 1 is a top view of the left wing of the double-section wing flapping system of the flapping-wing aircraft proposed by the present invention;

[0039] Fig.12 Schematic diagram of the angle of attack adjustment drive system of the flapping-wing aircraft proposed by the present invention;

[0040] Fig.13 It is a schematic diagram of the tail wing adjustment drive system of the flapping-wing aircraft proposed by the present invention.

[0041] The reference numerals in the figures are as follows:

[0042] 1. Fuselage; 101. Fuselage frame plate; 102. Fuselage frame plate; 103. Threaded connecting shaft; 2. Power source and drive system; 201. Drive motor; 202. Attack angle adjustment shaft; 203. Bearing; 204. Drive system frame plate; 205. Drive system frame plate; 206. Top fixing plate; 207. Bottom fixing plate; 208. Motor output gear A; 209. Gear B; 210. Gear shaft; 211. Bearing seat; 212. Gear C; 213. Gear D; 214. Left wing output gear shaft; 215. Right wing output gear shaft; 216. Gear E; 3. Left wing; 301. Left wing crank; 302. Left wing crank connecting rod; 303. Left inner wing rocker A; 304. Left outer wing rocker B; 305 , left outer wing rocker C; 306, left inner wing rotation axis; 307, left inner wing rib; 308, left inner and outer wing rotation axis; 309, left outer wing wing support rod; 310, left outer wing rib; 311, outer wing stabilizer; 312, left inner wing support rod; 4, right wing of double-section wing flapping system; 5, angle of attack adjustment drive system; 501, angle of attack adjustment servo; 502, servo rocker arm; 503, first connecting rod; 504, joint bearing; 6, tail wing adjustment drive system; 601, tail wing pitch servo; 602, servo rocker arm; 603, second connecting rod; 604, tail wing pitch rocker; 605, tail wing pitch rotation axis; 606, tail wing roll servo; 607, tail wing roll servo fixing bracket; 608, servo steering wheel; 609, tail wing. DETAILED DESCRIPTION

[0043] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0044] like Figures 1 to 7 As shown, the present invention relates to a two-stage flapping wing aircraft, comprising a fuselage 1, a power source and a driving system 2, a left wing 3 of a two-stage wing flapping system, a right wing 4 of a two-stage wing flapping system, an angle of attack adjustment driving system 5, and a tail wing adjustment driving system 6. Among them, the fuselage 1 is used as the main structure of the aircraft to support and fix other functional modules; the power source and the driving system 2 are installed on the fuselage 1 through an angle of attack adjustment shaft and a bearing to provide power for flapping wing movement; the left wing 3 and the right wing 4 of the two-stage wing flapping system are respectively installed on the power source and the driving system 2 through a crank and a rotating shaft to realize the coordinated flapping of the inner and outer wings; the angle of attack adjustment driving system 5 is used to adjust the angle of attack of the two-stage wing to optimize the lift and drag distribution of the aircraft; the tail wing adjustment driving system 6 is used to control the pitch and roll angles of the tail wing to realize precise control of the flight attitude.

[0045] like Figure 1 and Figure 8 The fuselage 1 is composed of two first fuselage frame plates 101 and second fuselage frame plates 102 with holes, which are made of lightweight and high-strength carbon fiber material and are fixed in parallel by a plurality of threaded connecting shafts 103 with internal threaded holes at both ends. The outer surfaces of the threaded connecting shafts 103 are fixedly connected to the first fuselage frame plates 101 and the second fuselage frame plates 102, and the two ends protrude from the outside of the first fuselage frame plates 101 and the second fuselage frame plates 102.

[0046] like Figure 1 , Figure 8 and Fig. 9 The power source and driving system 2 includes a driving motor 201, a first driving system frame plate 204, a second driving system frame plate 205, a top fixing plate 206, a bottom fixing plate 207, an angle of attack adjustment shaft 202 and a bearing 203, a motor output gear A208, a gear B209, a gear C212, a gear D213, a gear E216, a gear shaft 210, a left wing output gear shaft 214, and a right wing output gear shaft 215.

[0047] The first driving system frame plate 204 and the second driving system frame plate 205 are fixedly connected in parallel via a top fixing plate 206 and a bottom fixing plate 207 .

[0048] A rectangular block protrudes from the top of the top fixed plate 206, and both sides of the rectangular block are rotatably connected to the angle of attack adjustment shafts 202 through bearings 203. The two angle of attack adjustment shafts 202 are respectively fixedly connected to the center of the top of the first fuselage frame plate 101 and the second fuselage frame plate 102, so that the frame formed by the first drive system frame plate 204 and the second drive system frame plate 205 through the top fixed plate 206 and the bottom fixed plate 207 can be rotated on the fuselage 1 for angle adjustment.

[0049] The driving motor 201 is fixedly mounted on the second driving system frame plate 205 , and the output end of the driving motor 201 is fixedly connected to the motor output gear A208 .

[0050] A gear shaft 210, a left wing output gear shaft 214 and a right wing output gear shaft 215 are rotatably connected between the first driving system frame plate 204 and the second driving system frame plate 205. Gear B209 and gear C212 are both fixedly connected to the gear shaft 210. Gear B209 is meshed with motor output gear A208.

[0051] A bearing seat 211 is provided on the second drive system frame plate 205, and a bearing is arranged in the bearing seat 211, and a rotation connection with the left wing output gear shaft 214 is realized through the bearing. Similarly, both ends of the left wing output gear shaft 214 and the right wing output gear shaft 215 are rotationally connected with the first drive system frame plate 204 and the second drive system frame plate 205 through bearings and bearing seats.

[0052] The gear E216 and the gear D213 are fixed on the right wing output gear shaft 215 and the left wing output gear shaft 214 respectively. The gear E216 and the gear D213 are respectively located on both sides of the gear C212 and mesh with the gear C212.

[0053] The driving motor 201 drives the motor output gear A208 to rotate, the motor output gear A208 drives the gear B209 to rotate, the gear B209 drives the gear C212 to rotate through the gear shaft 210, the gear C212 drives the gear E216 and gear D213 on both sides thereof to rotate, and makes the right wing output gear shaft 215 and the left wing output gear shaft 214 rotate synchronously.

[0054] like Figure 1 , Figure 8 , Fig.10 and Fig.11 Taking the left wing 3 of the double-stage wing flapping system as an example, it includes a left wing crank 301, a left wing crank connecting rod 302, a left inner wing rocker A303, a left outer wing rocker B304, a left outer wing rocker C305, a left inner wing rotation axis 306, a left inner wing rib 307, a left inner and outer wing rotation axis 308, a left inner wing wing support rod 312 and a left outer wing wing support rod 309, a left outer wing rib 310, and an outer wing stabilizer 311.

[0055] One end of the left wing output gear shaft 214 extends to the outside of the first drive system frame plate 204 and is fixedly connected to the left wing crank 301 of the left wing 3 of the two-section wing flapping system, and is used to drive the left wing crank 301 to rotate, thereby driving the inner and outer wings of the two-section wing to flap up and down.

[0056] The left wing and the right wing in the left wing 3 of the double-section wing flapping system and the right wing 4 of the double-section wing flapping system have the same structure and are symmetrical. The right wing crank on the right wing and the left wing crank 301 are fixedly connected to the right wing output gear shaft 215.

[0057] One end of the left wing crank 301 is rotatably connected to the left wing crank connecting rod 302, the tops of the first drive system frame plate 204 and the second drive system frame plate 205 are inclined and extended to both sides to form a fixed portion, a left inner wing rotating shaft 306 is rotatably connected between the fixed portions of the first drive system frame plate 204 and the second drive system frame plate 205, one end of the left wing crank connecting rod 302 is rotatably connected to the left inner wing rotating shaft 306, and the two ends of the left inner wing rotating shaft 306 are rotatably connected to the rocker A303 and the left inner wing rib plate 307, so that the left inner wing swings back and forth up and down around the left inner wing rotating shaft 306 driven by the left wing crank 301 and the rocker A303;

[0058] A rocker B304 is rotatably connected to the left wing crank connecting rod 302. The left wing crank connecting rod 302 is hinged by three sections. The front section serves as the connection end with the left wing crank 301, the rear section serves as the connection end with the left inner wing rotating shaft 306, and the two ends of the middle section are hinged to the front section and the rear section respectively. The hinge between the middle section and the front section and the rotatable connection between the rocker B304 and the left wing crank connecting rod 302 are located at the same place.

[0059] A left inner and outer wing rotating shaft 308 is rotatably connected between the rocker A303 and the left inner wing rib 307, and the two ends of the left inner and outer wing rotating shaft 308 are rotatably connected to the left outer wing rocker C305 and the left outer wing rib 310 respectively. One end of the rocker B304 is rotatably connected to the left inner and outer wing rotating shaft 308, so that the left outer wing swings back and forth up and down around the left inner and outer wing rotating shaft 308 under the joint action of the rocker B304 and the rocker C305.

[0060] The left inner wing support rod 312 is inserted between the left inner wing rib 307 and the rocker A303, and is fixedly connected to the left inner wing rib 307 and the rocker A303.

[0061] The left outer wing support rod 309 is inserted between the left outer wing rib plate 310 and the rocker C305, and is fixedly connected to the left outer wing rib plate 310 and the rocker C305. There are two left outer wing support rods 309, which are arranged obliquely.

[0062] The outer wing stabilizer 311 is made of a thin and light plastic hollow material and is fixedly connected to the end of the left outer wing. Two outer wing stabilizers 311 are provided, which are bent with different curvatures and different lengths. One end of the two outer wing stabilizers 311 is respectively fixedly connected to the left outer wing rib 310 and the rocker C305, and the other end is fixed to one of the left outer wing support rods 309, which is used to ensure that the wing gradually unfolds when flapping downward and gradually folds when flapping upward, thereby improving the net lift and aerodynamic efficiency.

[0063] like Figure 1 , Figure 8 and Fig.12The attack angle adjustment driving system 5 includes an attack angle adjustment steering gear 501, a steering gear rocker arm 502, a first connecting rod 503, and a joint bearing 504. One end of the joint bearing 504 is fixedly connected to the first driving system frame plate 204 by screws, and the other end is rotatably connected to the first connecting rod 503. The attack angle adjustment steering gear 501 is installed between the first fuselage frame plate 101 and the second fuselage frame plate 102. The output end of the attack angle adjustment steering gear 501 is fixedly connected to the steering gear rocker arm 502, and one end of the steering gear rocker arm 502 is rotatably connected to the first connecting rod 503.

[0064] The servo rocker arm 502 is driven to swing forward and backward through the angle of attack adjustment servo 501, and the servo rocker arm 502 is driven through the first connecting rod 503 to drive the first drive system frame plate 204 and the second drive system frame plate 205 to rotate on the fuselage 1 through the top fixed plate 206 and the bottom fixed plate 207 to form a frame for angle adjustment, so as to drive the entire power source and drive system 2 and the left wing 3 of the double-section wing flapping system and the right wing 4 of the double-section wing flapping system installed thereon to swing forward and backward, thereby realizing the adjustment of the wing angle of attack.

[0065] like Figure 1 , Figure 8 and Fig.13 The tail adjustment drive system 6 includes a tail pitch servo 601, a servo rocker arm 602, a second connecting rod 603, a tail pitch rocker arm 604, a tail pitch rotation axis 605, a tail roll servo 606, a tail roll servo fixing bracket 607, a servo steering wheel 608, and a tail 609.

[0066] The tail pitch servo 601 is installed between the first fuselage frame plate 101 and the second fuselage frame plate 102, the output end of the tail pitch servo 601 is fixedly connected to the servo rocker arm 602, the first fuselage frame plate 101 and the second fuselage frame plate 102 are fixedly connected to the tail pitch rotation axis 605, the tail pitch rotation axis 605 is rotatably connected to the tail pitch rocker 604, and one end of the tail pitch rocker 604 is rotatably connected to the second connecting rod 603.

[0067] The servo rocker arm 602 controlled by the tail pitch servo 601 swings, driving the tail pitch rocker 604 to rotate around the tail pitch rotation axis 605, thereby controlling the change of the tail pitch angle.

[0068] One end of the tail pitch rocker 604 is fixedly connected to a tail roll servo fixing bracket 607, and the tail roll servo 606 is fixedly installed on the servo fixing bracket 607, so that the tail roll servo 606 is fixedly connected to the tail pitch rocker 604 through the tail pitch rocker 604 and the tail roll servo fixing bracket 607.

[0069] The output end of the tail roll servo 606 is fixedly mounted with a servo steering wheel 608, on which a tail 609 is mounted. The tail 609 fixedly mounted on the servo steering wheel 608 is directly controlled by the servo steering wheel 608 to change the roll angle of the tail 609.

[0070] The front end of the fuselage 1 is fixedly connected to the angle of attack adjustment servo 501 of the angle of attack adjustment drive system 5 by bolts, and is rotatably connected to the power source and drive system 2 at the top through the angle of attack adjustment shaft 202 and the bearing 203. The interval between the two fuselage frame plates at the bottom is consistent with the width of the bottom fixed plate 207 of the power source and drive system 2, which plays a guiding role in the process of angle of attack adjustment to prevent the power source and drive system 2 and the two-section wing flapping system connected thereto from shaking due to structural stiffness problems. The rear end of the fuselage 1 is fixedly connected to the tail pitch servo 601 of the tail adjustment drive system 6 by bolts, and is rotatably connected to the tail pitch rocker 604 through the tail pitch rotation shaft 605. The fuselage 1 is also equipped with a battery, and all electrical equipment draws power from the battery. The relevant components and methods for remote control of relevant equipment on the aircraft are all existing technologies and will not be repeated here.

[0071] The aircraft proposed in the present invention has a unique foldable double-section wing design, which can realize the functions of unfolding when flapping down and folding when flapping up during flapping flight. This process can be completed only by a crank rocker mechanism, ensuring the reliability and lightness of the structure. Compared with traditional single-section wing flapping aircraft, this design can provide greater net lift under the same wing area and flapping frequency without adding any extra weight. In addition, its variable angle of attack structural design further enhances the flight performance and adaptability of the aircraft. The tail adjustment drive system can adjust the aircraft attitude in real time during flapping flight, so that the aircraft can perform well in a variety of flight missions and environmental conditions, and is suitable for complex and changeable flight needs.

[0072] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments, and the above embodiments and descriptions are only for explaining the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, and these changes and improvements all fall within the scope of the present invention to be protected.

Claims

1. A variable angle of attack double-stage flapping wing aircraft, characterized in that: The aircraft comprises a fuselage (1), a power source and a driving system (2), a left wing of a double-section wing flapping system (3), a right wing of a double-section wing flapping system (4), an angle of attack adjustment driving system (5) and a tail wing adjustment driving system (6); The fuselage (1) is the main structure of the aircraft and is used to support and fix other functional modules; the power source and drive system (2) are installed on the fuselage (1) and are used to provide power for flapping wing movement; the left wing (3) and the right wing (4) of the double-section wing flapping system are installed on the power source and drive system (2) and are used to achieve coordinated flapping of the inner and outer wings; the angle of attack adjustment drive system (5) is used to adjust the angle of attack of the double-section wing and optimize the lift and drag distribution of the aircraft; the tail wing adjustment drive system (6) is used to control the pitch and roll angles of the tail wing and achieve precise control of the flight attitude.

2. A variable angle of attack double-stage flapping wing aircraft as claimed in claim 1, characterized in that: The fuselage (1) comprises a first fuselage frame plate (101) and a second fuselage frame plate (102) arranged in parallel, a threaded connection shaft (103) is arranged between the first fuselage frame plate (101) and the second fuselage frame plate (102), and the first fuselage frame plate (101) and the second fuselage frame plate (102) are fixed together by the threaded connection shaft (103).

3. A variable angle of attack double-stage flapping wing aircraft as claimed in claim 2, characterized in that: The power source and driving system (2) comprises a driving motor (201), a first driving system frame plate (204), a second driving system frame plate (205), a top fixing plate (206), a bottom fixing plate (207), an angle of attack adjustment shaft (202) and a bearing (203), a motor output gear A (208), a gear B (209), a gear C (212), a gear D (213), a gear E (216), a gear shaft (210), a left wing output gear shaft (214), and a right wing output gear shaft (215); The first driving system frame plate (204) and the second driving system frame plate (205) are fixedly connected in parallel via a top fixing plate (206) and a bottom fixing plate (207).

4. A variable angle of attack double-stage flapping wing aircraft as claimed in claim 3, characterized in that: The driving motor (201) is fixedly mounted on the second driving system frame plate (205), and the output end of the driving motor (201) is fixedly connected to the motor output gear A (208); A gear shaft (210), a left wing output gear shaft (214) and a right wing output gear shaft (215) are rotatably connected between the first driving system frame plate (204) and the second driving system frame plate (205); gear B (209) and gear C (212) are both fixedly connected to the gear shaft (210); gear B (209) is meshed with motor output gear A (208); The gear E (216) and the gear D (213) are respectively fixed on the right wing output gear shaft (215) and the left wing output gear shaft (214). The gear E (216) and the gear D (213) are respectively located on both sides of the gear C (212) and mesh with the gear C (212).

5. A variable angle of attack double-stage flapping wing aircraft as claimed in claim 4, characterized in that: The left wing (3) of the double-stage wing flapping system comprises a left wing crank (301), a left wing crank connecting rod (302), a left inner wing rocker A (303), a left outer wing rocker B (304), a left outer wing rocker C (305), a left inner wing rotation shaft (306), a left inner wing rib plate (307), a left inner and outer wing rotation shaft (308), a left inner wing wing support rod (312), a left outer wing wing support rod (309), a left outer wing rib plate (310), and an outer wing stabilizing member (311); Among them, one end of the left wing output gear shaft (214) extends to the outside of the first drive system frame plate (204) and is fixedly connected to the left wing crank (301) of the left wing (3) of the double-stage wing flapping system; one end of the left wing crank (301) is rotatably connected to the left wing crank connecting rod (302); the tops of the first drive system frame plate (204) and the second drive system frame plate (205) are inclined and extended to both sides to form a fixed portion; a left inner wing rotating shaft (306) is rotatably connected between the fixed portions of the first drive system frame plate (204) and the second drive system frame plate (205); one end of the left wing crank connecting rod (302) is rotatably connected to the left inner wing rotating shaft (306); and the two ends of the left inner wing rotating shaft (306) are rotatably connected to a rocker A (303) and a left inner wing rib plate (307) respectively.

6. A variable angle of attack double-stage flapping wing aircraft as claimed in claim 5, characterized in that: The left wing crank connecting rod (302) is rotatably connected to a rocker arm B (304); a left inner and outer wing rotation shaft (308) is rotatably connected between the rocker arm A (303) and the left inner wing rib plate (307); two ends of the left inner and outer wing rotation shaft (308) are rotatably connected to a left outer wing rocker arm C (305) and a left outer wing rib plate (310) respectively; one end of the rocker arm B (304) is rotatably connected to the left inner and outer wing rotation shaft (308); The left inner wing support rod (312) is inserted between the left inner wing rib plate (307) and the rocker A (303), the left outer wing support rod (309) is inserted between the left outer wing rib plate (310) and the rocker C (305), and the outer wing stabilizing member (311) is made of a thin and light plastic hollow material and is fixedly connected to the end of the left outer wing to ensure that the wing gradually unfolds when flapping downward and gradually folds when flapping upward.

7. The variable angle of attack double-stage flapping wing aircraft according to claim 2, characterized in that: The angle of attack adjustment drive system (5) comprises an angle of attack adjustment steering gear (501), a steering gear rocker arm (502), a first connecting rod (503), and a joint bearing (504). One end of the joint bearing (504) is fixedly connected to the first drive system frame plate (204) by means of a screw, and the other end is rotatably connected to the first connecting rod (503). The angle of attack adjustment steering gear (501) is installed between the first fuselage frame plate (101) and the second fuselage frame plate (102). The output end of the angle of attack adjustment steering gear (501) is fixedly connected to the steering gear rocker arm (502), and one end of the steering gear rocker arm (502) is rotatably connected to the first connecting rod (503).

8. The variable angle of attack double-stage flapping wing aircraft according to claim 2, characterized in that: The tail adjustment drive system (6) comprises a tail pitch servo (601), a servo rocker arm (602), a second connecting rod (603), a tail pitch rocker arm (604), a tail pitch rotation axis (605), a tail roll servo (606), a tail roll servo fixing bracket (607), a servo steering wheel (608), and a tail (609).

9. A variable angle of attack double-stage flapping wing aircraft as claimed in claim 8, characterized in that: The tail pitch servo (601) is installed between the first fuselage frame plate (101) and the second fuselage frame plate (102); the output end of the tail pitch servo (601) is fixedly connected to a servo rocker arm (602); a tail pitch rotation axis (605) is fixedly connected between the first fuselage frame plate (101) and the second fuselage frame plate (102); a tail pitch rocker (604) is rotatably connected to the tail pitch rotation axis (605); and one end of the tail pitch rocker (604) is rotatably connected to a second connecting rod (603).

10. The variable angle of attack double-stage flapping wing aircraft according to claim 8, characterized in that: One end of the tail wing pitch rocker (604) is fixedly connected to a tail wing roll servo fixed bracket (607), the tail wing roll servo (606) is fixedly mounted on the servo fixed bracket (607), the output end of the tail wing roll servo (606) is fixedly mounted with a servo steering wheel (608), and the tail wing (609) is mounted on the servo steering wheel (608).

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