Damping system of wing flapping machine

Abstract

The invention provides a damping system of a wing flapping machine to solve the problem that a rigid connection mode commonly used by a conventional wing flapping machine has extremely harsh requirements on wing materials and a power system. Therefore, the damping system of the wing flapping machine at least comprises a machine body, two-way dampers and wing rods. The two-way shock absorber is formed by connecting two springs, two limiting blocks and a sliding block in series through a guide rod, the series connection sequence is that the sliding block is arranged in the middle, the two springs are installed at the two ends of the sliding block, then the two limiting blocks are installed at the two ends of the sliding block respectively, and the sliding block can be a component which is in different shapes and connected through a sliding pair. The sliding block can have a certain movement freedom degree in the axial direction of the guide rod under the joint constraint of the guide rod and the two springs, and the elasticity of the springs can be adjusted by adjusting different installation positions of the limiting block on the guide rod. Rigid connection is changed into elastic connection, so that the harsh requirements on a power system and flapping wings of the wing flapping machine are reduced.

Description

Technical Field

[0001] The present invention relates to the field of flapping-wing aircraft, and in particular to a vibration reduction system for flapping-wing aircraft. Background Art

[0002] Currently, there are many flapping-wing aircraft designs. Existing flapping-wing aircraft generally use rigid connections to connect their wings to the fuselage and drive system. Insects and birds in nature have inherent shock absorption systems, and wing motion involves repeated acceleration and deceleration. In particular, the high-frequency reciprocating motion of insects subjects the wings, body, or body to significant sudden impact forces. This phenomenon becomes more pronounced as the size increases. Therefore, the commonly used connection method currently used in flapping-wing aircraft creates significant, high-frequency, reciprocating impact forces on the wings, body, and drive system. This commonly used connection method cannot meet the power output requirements of large-load flapping-wing aircraft, placing extremely stringent requirements on wing materials and drive systems, making it difficult to manufacture large-load flapping-wing aircraft to date. Furthermore, this commonly used connection method lacks the energy storage and release process of springs, and the inertia and reciprocating motion of the wings themselves cause the wings to perform a lot of useless work during the continuous acceleration and deceleration, wasting a lot of energy. Existing small flapping-wing aircraft can be manufactured because the wings are generally made of materials with certain deformation properties, which is difficult to achieve for large-load flapping-wing aircraft.

[0003] In summary, the existing technology has the following problems: the rigid connection method currently commonly used in flapping-wing aircraft has extremely stringent requirements on the wing material and power system. Summary of the Invention

[0004] The present invention provides a vibration reduction system for a flapping-wing aircraft, so as to solve the problem that the current flapping-wing aircraft has high requirements on wing materials and driving systems.

[0005] To this end, the present invention proposes a vibration-absorbing system for a flapping-wing aircraft, comprising at least: a fuselage, a two-way shock absorber and a wing rod; further, the two-way shock absorber is composed of at least one guide rod connecting at least one slider, at least two springs and at least two limit blocks in series, the slider, spring and limit blocks are connected in series along the axis of the guide rod, with a slider in the middle, two springs are respectively installed at both ends of the slider, and then two limit blocks are respectively installed, the slider can be a component of different shapes connected to the guide rod through a moving pair, the slider can have a certain degree of freedom of movement along the axial direction of the guide rod under the joint constraint of the guide rod and the two springs, and the elasticity of the spring can be adjusted by adjusting the different installation positions of the limit blocks on the guide rod;

[0006] Furthermore, the wing rod is connected to the sliders of the two bidirectional shock absorbers through two revolving pairs, wherein the guide rod of one bidirectional shock absorber is connected to the fuselage, and the guide rod of the other bidirectional shock absorber is connected to the output end of the reciprocating motion drive, and the outward extending end of the wing rod is connected to the flapping wing;

[0007] Furthermore, one end of the wing rod can be connected to the fuselage through a revolute pair, the other position of the wing rod is connected to the slider of the two-way shock absorber through a revolute pair, the guide rod of the two-way shock absorber is connected to the output end of the reciprocating motion drive, and the outward extending end of the wing rod is connected to the flapping wing;

[0008] Alternatively, one end of the wing rod is connected to a slider of a two-way shock absorber via a revolving pair, a guide rod of the two-way shock absorber is connected to the fuselage, another position of the wing rod is connected to an output end of a reciprocating motion drive via a revolving pair, and an outwardly extending end of the wing rod is connected to a flapping wing;

[0009] Furthermore, the positioning block can be hydraulically or electrically controlled to a desired position on the guide rod, thereby adjusting the elasticity of the spring;

[0010] Furthermore, the spring and the slider can be processed into an integral component, that is, a spring is welded to each end of the slider along the axis direction, or it can be processed into a component by other methods;

[0011] Furthermore, at least one position of the wing rod is connected to the slider of the two-way shock absorber through a revolute pair.

[0012] The present invention changes the rigid connection into an elastic connection, thereby reducing the stringent requirements on the power system and wing of the flapping wing machine. In nature, insects and birds have their own shock absorption system, and the movement of the wings is a process of repeated acceleration and deceleration. In particular, the high-frequency reciprocating motion of insects causes the flapping wings, body or body to be subjected to a large sudden impact force, especially as the scale increases, this phenomenon becomes more prominent. Therefore, the connection method currently commonly used by flapping wing machines causes a huge high-frequency reciprocating impact force on the flapping wings, fuselage and drive system. This commonly used connection method cannot meet the power output of large-load flapping wing machines, making the existing flapping wing machine's requirements on wing materials and drive systems extremely stringent, resulting in the inability to manufacture large-load flapping wing machines to date; in addition, this commonly used connection method does not have the process of spring energy storage and release, and the inertia and reciprocating motion of the flapping wings themselves, so that the flapping wings do a lot of useless work in the continuous acceleration and deceleration, wasting a lot of energy. The reason why existing small flapping-wing aircraft can be manufactured is that the flapping wings generally use materials with certain deformation characteristics. The use of new technical solutions overcomes the problems caused by the current common use of rigid connections, thus making large-load flapping-wing aircraft possible. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 This is a schematic structural diagram of the first embodiment of the vibration reduction system of the flapping-wing aircraft according to the present invention;

[0014] Figure 2 This is a schematic structural diagram of a second embodiment of the vibration reduction system of a flapping-wing aircraft according to embodiment 2 of the present invention;

[0015] Figure 3 This is a schematic structural diagram of the third embodiment of the vibration reduction system of the flapping-wing aircraft of the present invention.

[0016] Description of Figure Numbers:

[0017] 1. Spring; 2. Slider; 3. Limit block; 4. Guide rod; 5. Fuselage; 6. Wing rod; 7. Reciprocating output rod. DETAILED DESCRIPTION

[0018] In order to have a clearer understanding of the technical features, purposes and effects of the present invention, the present invention is now described with reference to the accompanying drawings.

[0019] Example 1: The first solution of the vibration reduction system of the flapping-wing aircraft

[0020] like Figure 1 As shown, the vibration reduction system of the flapping wing aircraft of this embodiment includes: a fuselage 5, a two-way shock absorber and a wing rod 6; further, the two-way shock absorber is composed of a guide rod 4 connecting a slider 2, two springs 1 and two limit blocks 3 in series, and the slider 2, spring 1 and limit blocks 3 are connected in series along the axis direction of the guide rod 4, with a slider 2 in the middle, two springs 1 are installed at both ends of the slider 2, and then two limit blocks 3 are installed respectively. The slider 2 can be a component of different shapes connected to the guide rod 4 through a moving pair. The slider 2 can have a certain degree of freedom of movement along the axial direction of the guide rod 4 under the common constraint of the guide rod 4 and the two springs 1. Adjusting the limit blocks 3 at different installation positions of the guide rod 4 can adjust the elasticity of the spring 1; further, the wing rod 6 is connected to the sliders 2 of the two two-way shock absorbers through two rotating pairs, and the guide rod 4 of one of the two-way shock absorbers ( Figure 1 The guide rod 4 on the right side of the middle is connected to the fuselage 5, and the guide rod 4 of the other two-way shock absorber ( Figure 1 The guide rod 4 on the left side of the middle is connected to the output end of the reciprocating motion drive, and the outward extending end (left end) of the wing rod 6 is connected to the flapping wing;

[0021] Example 2: Second Solution of the Vibrating Wing Machine Shock Absorption System

[0022] like Figure 2As shown, in order to further simplify the structure and reduce weight; the vibration reduction system of the flapping wing aircraft of this embodiment includes: a fuselage 5, a two-way shock absorber and a wing rod 6, wherein the two-way shock absorber is composed of a guide rod 4 connecting a slider 2, two springs 1 and two limit blocks 3 in series, the slider 2, spring 1 and limit blocks 3 are connected in series along the axial direction of the guide rod 4, the middle is the slider 2, two springs 1 are installed at both ends of the slider 2, and then two limit blocks 3 are installed respectively, the slider 2 can be a component of different shapes that cooperates with the guide rod 4, the slider 2 can have a certain degree of freedom of movement along the axial direction of the guide rod 4 under the common constraint of the guide rod 4 and the two springs 1, and the elasticity of the spring 1 can be adjusted by adjusting the limit block 3 at different installation positions of the guide rod 4; further, one end of the wing rod 6 is connected to the fuselage 5 through a rotating pair, and the other position of the wing rod 6 is connected to the slider 2 through a rotating pair, and the outward extending end (left end) of the wing rod 6 is connected to the flapping wing;

[0023] Example 3: The third solution of the vibration reduction system of the flapping-wing aircraft

[0024] like Figure 3 As shown, in order to further simplify the structure and reduce weight; the vibration reduction system of the flapping wing aircraft of this embodiment includes: a fuselage 5, a two-way shock absorber and a wing rod 6, wherein the two-way shock absorber is composed of a guide rod 4 connecting a slider 2, two springs 1 and two limit blocks 3 in series, the slider 2, spring 1, and limit blocks 3 are connected in series along the axial direction of the guide rod 4, the middle is a slider 2, two springs 1 are installed at both ends of the slider 2, and then two limit blocks 3 are installed respectively, the slider 2 can be a component of different shapes that cooperates with the guide rod 4, the slider 2 can have a certain degree of freedom of movement along the axial direction of the guide rod 4 under the common constraint of the guide rod 4 and the two springs 1, and the elasticity of the spring 1 can be adjusted by adjusting the limit blocks 3 at different installation positions of the guide rod 4; further, one end of the wing rod 6 is connected to the slider 2 of the two-way shock absorber through a rotating pair, the guide rod 4 of the two-way shock absorber is connected to the fuselage 5, the other position of the wing rod 6 is connected to the reciprocating output rod 7 through a rotating pair, and the outward extending end (left end) of the wing rod 6 is connected to the flapping wing;

[0025] The three aforementioned examples improve force transmission through a shock-absorbing system, reducing the impact on the fuselage, wings, and power system, thereby alleviating the previously stringent requirements for wings and power systems. Currently, there are many flapping-wing aircraft solutions. Existing flapping-wing aircraft generally use rigid connections to connect the wings to the fuselage and drive system. In nature, insects and birds have inherent shock-absorbing systems. Wing movement is a process of repeated acceleration and deceleration. In particular, the high-frequency reciprocating motion of insects subjects the wings, body, or body to significant sudden impact forces. This phenomenon becomes more pronounced as the scale increases. Therefore, the connection method commonly used in flapping-wing aircraft currently imposes significant high-frequency reciprocating impact forces on the wings, fuselage, and drive system. This commonly used connection method cannot meet the power output requirements of a high-load flapping-wing aircraft, making the requirements for wing materials and drive systems extremely stringent. As a result, the construction of a high-load flapping-wing aircraft has been impossible to date. Furthermore, this commonly used connection method lacks the process of spring energy storage and release, and the inertia and reciprocating motion of the wings themselves cause the wings to perform a lot of useless work during the continuous acceleration and deceleration, wasting a lot of energy. Existing small flapping-wing machines are only possible because their wings are typically made of materials with certain deformation properties, which is difficult to achieve in large-capacity flapping-wing machines. This new technical solution overcomes the problems caused by the commonly used rigid connections, making large-capacity flapping-wing machines a reality.

Claims

1. A vibration reduction system for a flapping-wing aircraft, comprising: fuselage, at least one two-way shock absorber and wing rods.

2. A flapping-wing aircraft shock absorption system according to claim 1, characterized in that: At least one position of the wing rod is connected to the slider of the bidirectional shock absorber through a rotating pair.

3. A vibration reduction system for a flapping-wing aircraft according to claim 1, characterized in that: The bidirectional shock absorber is composed of at least one guide rod connecting at least one slider, at least two springs and at least two limit blocks in series. The slider, spring and limit block are connected in series along the axial direction of the guide rod, with a slider in the middle, two springs installed at both ends of the slider, and then two limit blocks are installed respectively. The slider can be a component of different shapes connected to the guide rod through a moving pair. Under the joint constraints of the guide rod and the two springs, the slider can have a certain degree of freedom of movement along the axial direction of the guide rod. The elasticity of the spring can be adjusted by adjusting the limit block at different installation positions of the guide rod.

4. A vibration reduction system for a flapping-wing aircraft according to claim 1, characterized in that: The wing rod is connected to the sliders of the two bidirectional shock absorbers through two rotation pairs respectively.

5. The vibration reduction system of a flapping-wing aircraft according to claim 1, characterized in that: A guide rod of one of the two-way shock absorbers is connected to the fuselage, a guide rod of the other two-way shock absorber is connected to the output end of the reciprocating motion drive, and an outwardly extending end of the wing rod is connected to the flapping wing.

6. A flapping-wing aircraft vibration reduction system according to claim 1, characterized in that: One end of the wing rod is connected to the fuselage through a rotating pair, and the other position of the wing rod is connected to the slider of the two-way shock absorber through a rotating pair. The guide rod of the two-way shock absorber is connected to the output end of the reciprocating motion drive, and the outward extending end of the wing rod is connected to the flapping wing.

7. A flapping-wing aircraft vibration reduction system according to claim 1, characterized in that: One end of the wing rod is connected to the slider of the two-way shock absorber through a revolving pair, the guide rod of the two-way shock absorber is connected to the fuselage, the other position of the wing rod is connected to the output end of the reciprocating motion drive through a revolving pair, and the outward extending end of the wing rod is connected to the flapping wing.

8. A flapping-wing aircraft vibration reduction system according to claim 3, characterized in that: The positioning block can be hydraulically or electrically controlled to a desired position on the guide rod, thereby adjusting the elasticity of the spring.

9. A vibration reduction system for a flapping-wing aircraft according to claim 3, characterized in that: The spring and the slider can be processed into an integral component, that is, a spring is welded to each end of the slider along the axis direction, and can also be processed into a component by other methods.

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