An adjustable rear wing flapping-wing aircraft

Abstract

The application relates to the technical field of flapping-wing aircrafts, and discloses an adjustable rear-wing flapping-wing aircraft which comprises a base body, front wings, a first driving assembly, a second driving assembly, rear wings, arc-shaped extension arms, arc-shaped support frames and a third driving assembly, two front wings are symmetrically arranged on the front side of the base body, the first driving assembly is arranged on the base body and drives the two front wings to synchronously swing up and down, the second driving assembly drives the two arc-shaped extension arms to swing up and down, the arc-shaped support frames are arranged on the base body, two rear wings are symmetrically movably arranged on the arc-shaped support frames and are movably connected with the arc-shaped extension arms, and the third driving assembly is arranged at the bottom of the base body and separately drives the two rear wings to slide along the arc-shaped support frames; the above structure provides basic lift force through synchronous flapping of the front wings, and differential sliding of the rear wings realizes attitude adjustment and steering, so that tail wings, rudders and differential torsion mechanisms are not needed to be additionally arranged, the mechanism has high integration degree, and the requirements of lift performance, maneuvering flexibility and light weight are met.

Description

Technical Field

[0001] This invention relates to the field of flapping-wing aircraft technology, specifically to an adjustable rear wing flapping-wing aircraft. Background Technology

[0002] Traditional fixed-wing aircraft typically require a certain forward speed and a large takeoff and landing space, while rotorcraft need to increase rotor size or rotation speed to obtain sufficient lift. Ornithopter aircraft can mimic the flapping motion of insects or birds, using periodic wing surface motion to generate lift and thrust. They have potential advantages such as low-speed flight and agile maneuverability, making them a suitable aircraft option for the low-density environment of Mars.

[0003] Currently, mainstream ornithopter aircraft are mainly divided into biplane and quadplane configurations. Existing quadplane ornithopter aircraft primarily rely on the flapping amplitude of the left and right wings or differential torsion of the wing surfaces for attitude control and steering adjustment. To simultaneously meet the functions of lift enhancement and stability, attitude control, and steering maneuverability, they generally achieve power-assisted lift through independent flapping wing mechanisms, and rely on additional tail fins, control surfaces, or independent differential torsion mechanisms to complete attitude and steering control. To achieve the control methods of differential flapping amplitude and differential torsion of the two wing surfaces, the entire aircraft needs to be equipped with multiple independent drive, transmission, and sensor control units, which results in problems such as mechanism redundancy, a large number of parts, and low structural integration, leading to a significant increase in the overall weight of the aircraft and a reduction in flight range.

[0004] Therefore, existing technologies still need to be improved and developed. Summary of the Invention

[0005] In view of the shortcomings of the prior art, the purpose of this invention is to provide an adjustable rear wing flapping-wing aircraft, which aims to solve the problem that existing quad-wing flapping-wing aircraft need to be equipped with multiple independent drive, transmission and sensing control units to achieve attitude and steering control, resulting in a significant increase in the weight of the aircraft and a reduction in flight range.

[0006] The technical solution adopted by this invention to solve the technical problem is as follows: An adjustable rearwing flapping-wing aircraft, comprising: Matrix; Two forewings are rotatably mounted on the front side of the base; the two forewings are arranged symmetrically. The first driving component is disposed on the base and is rotatably connected to one end of the two forewings facing each other, so as to drive the two forewings to swing up and down synchronously. A second driving component is disposed on the substrate; Two arc-shaped extension arms are mounted on the second drive assembly; the second drive assembly is used to drive the two arc-shaped extension arms to swing up and down. An arc-shaped support frame is provided on the base. The two hindwings are symmetrically and movably mounted on the arc-shaped support frame; the two hindwings are symmetrically arranged and movably mounted on the arc-shaped extension arm on the side away from the forewings. The third drive assembly is located at the bottom of the base; the third drive assembly is connected to the two rear wings respectively, so as to drive the two rear wings to slide along the arc-shaped support frame independently.

[0007] Furthermore, the matrix includes: Fixing plate; A U-shaped groove plate is disposed on the surface of the fixed plate; the two forewings are rotatably disposed on one side of the U-shaped groove plate, and the two hindwings are rotatably disposed on the side of the U-shaped groove plate away from the forewings.

[0008] Furthermore, the first driving component includes: The first drive motor is mounted on the U-shaped groove plate; The first driving gear is coaxially mounted on the output shaft of the first drive motor; Two first driven gears are rotatably mounted on the U-shaped groove plate; the two first driven gears mesh with each other, and one of the first driven gears meshes with the first driving gear; Two first eccentric fixed shafts are respectively mounted on the two first driven gears; Two first drive rods, one end of which is rotatably connected to the two first eccentric fixed shafts respectively, and the other end of which is rotatably connected to the two forewings.

[0009] Furthermore, the second driving component includes: The second drive motor is mounted on the U-shaped groove plate; The second drive gear is coaxially mounted on the output shaft of the second drive motor; Two second driven gears are rotatably mounted on the U-shaped groove plate; the two second driven gears mesh with each other, and one of the second driven gears meshes with the second driving gear; Two second eccentric fixed shafts are respectively mounted on the two second driven gears; Two second drive rods, one end of which is rotatably connected to two second eccentric fixed shafts respectively; two arc-shaped extended arms are rotatably connected to the ends of the two second drive rods that are away from the second eccentric fixed shafts respectively; Both hindwings are provided with a movable rod on the side away from the forewing, and a guide hole is provided at the end of the movable rod away from the hindwing. The guide hole cooperates with the arc-shaped extension arm.

[0010] Furthermore, limit caps are provided at the opposite ends of both arc-shaped extension arms, and the two limit caps are arranged at intervals.

[0011] Furthermore, the arc-shaped support frame includes: A support rod is mounted on the base. An arc-shaped fixing rod is provided on the surface of the support rod; The bottom wall of each of the two rear wings is provided with a fixing ring. The two fixing rings are rotatably sleeved on the arc-shaped fixing rod and can slide along the arc direction of the arc-shaped fixing rod.

[0012] Furthermore, the third driving component includes: The first rotating ring is rotatably disposed at the bottom of the substrate; The second rotating ring is rotatably disposed at the bottom of the first rotating ring; Two double-link assemblies, one end of which is rotatably mounted on the outer wall of the first rotating ring and the second rotating ring respectively, and the other end of which is rotatably mounted on the bottom wall of the two rear wings respectively; A driving component is disposed at the bottom of the base; the driving component is connected to the first rotating ring and the second rotating ring respectively, so as to drive the first rotating ring and the second rotating ring to rotate independently.

[0013] Furthermore, the driving element includes: A base plate is disposed at the bottom of the substrate and located within the projection range of the substrate; Two third drive motors are spaced apart on the base plate; Two drive gears are respectively mounted on the output shafts of the two third drive motors; Both the first rotating ring and the second rotating ring have driving teeth on their inner walls, and the two driving gears mesh with the driving teeth on the first rotating ring and the second rotating ring, respectively.

[0014] Furthermore, the bottom of the base is provided with a first receiving groove, the top and bottom walls of the first rotating ring are respectively provided with a second receiving groove and a third receiving groove, the top wall of the second rotating ring is provided with a fourth receiving groove, the first receiving groove and the second receiving groove cooperate with each other to form a first rotating groove, the third receiving groove and the fourth receiving groove cooperate with each other to form a second rotating groove, and ball bearings are provided in both the first rotating groove and the second rotating groove; The outer wall of the second rotating ring is provided with a limiting ring groove, and the outer wall of the substrate is provided with a limiting block, which is slidably disposed in the limiting ring groove.

[0015] Furthermore, it also includes: A transparent cover is located at the bottom of the second rotating ring and is fixed to the base. A binocular sensor, located at the front end of the transparent cover, is used to monitor ambient air pressure and wind speed.

[0016] Compared with the prior art, the beneficial effects of the present invention are: In this invention, two sets of symmetrically arranged front and rear wings are supported by a base. The forewings are driven to flap synchronously up and down by a first drive component to generate basic lift. The rear wing flaps with the help of a second drive component, which drives the arc-shaped extension arm. The rear wing slides along the arc-shaped support frame by a third drive component, which enables differential adjustment of the rear wing. This eliminates the redundant design of traditional quadruple flapping-wing aircraft, which require additional tail fins, control surfaces, and independent differential torsion mechanisms. It reduces the number of parts, lowers the weight, and saves internal space to improve endurance. While ensuring basic lift output, attitude adjustment and turning maneuvers can be completed by differential adjustment of the rear wing position. The mechanism has a high degree of integration and can be adapted to the low-density environment of Mars and complex low-altitude flight conditions. It takes into account the lift performance, maneuverability, and lightweight design requirements of the aircraft. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0018] Figure 2 This is a schematic diagram of the first driving component and the arc-shaped support frame structure of the present invention.

[0019] Figure 3 This is a schematic diagram of the second drive component and the arc-shaped extension arm structure of the present invention.

[0020] Figure 4 This is a schematic diagram of the common reference linkage adjustment component of the present invention.

[0021] Figure 5 for Figure 4 A magnified structural diagram at point A in the diagram.

[0022] Figure 6 This is a schematic diagram of the fixing plate and limiting block structure of the present invention.

[0023] The numbers in the diagram represent: 1. Base; 11. Fixing plate; 12. U-shaped groove plate; 13. First receiving groove; 14. Limiting block; 15. Ball bearing; 2. Front wing; 3. First drive assembly; 31. First drive motor; 32. First driving gear; 33. First driven gear; 34. First eccentric fixed shaft; 35. First drive rod; 4. Second drive assembly; 41. Second drive motor; 42. Second driving gear; 43. Second driven gear; 44. Second eccentric fixed shaft; 45. Second drive rod; 5. Arc-shaped extension arm; 51. Limiting cap; 6. Arc-shaped support frame; 61. Support rod; 62. Arc-shaped fixing rod; 7. Rear wing; 71. Movable rod; 72. Fixing ring; 8. Third drive assembly; 81. First rotating ring; 811. Second receiving groove; 812. Third receiving groove; 82. Second rotating ring; 821. Fourth receiving groove; 822. Limiting ring groove; 83. First connecting rod; 84. Second connecting rod; 85. Base plate; 86. Third drive motor; 87. Drive gear; 88. Drive tooth; 89. Battery; 9. Transparent cover; 91. Binocular sensor. Detailed Implementation

[0024] To make the objectives, technical solutions, and effects of this invention clearer and more explicit, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

[0025] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0026] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0027] In view of the shortcomings of the prior art, this embodiment provides an adjustable rear wing flapping-wing aircraft, as detailed below: As attached Figure 1 Appendix Figure 2 and attached Figure 3 As shown, an adjustable rearwing flapping-wing aircraft includes a base 1 serving as the overall load-bearing foundation, two sets of forewings 2 symmetrically rotated and mounted on the front side of the base 1, a first drive assembly 3 for driving the forewings 2 to flap synchronously, a second drive assembly 4 mounted on the base 1, two sets of arc-shaped extension arms 5, an arc-shaped support frame 6 fixed on the base 1, two sets of rearwings 7 symmetrically movable, and a third drive assembly 8 located at the bottom of the base 1; the two sets of forewings 2 adopt a symmetrical arrangement structure, with continuous longitudinal main wing veins in the wingspan direction, and combined with transverse support wing veins distributed in the chord direction to form a partitioned grid wing surface structure, ensuring that the forewings 2 can flap synchronously. The first drive assembly 3 rotates and engages with the ends of the two forewings 2, enabling the forewings 2 to complete synchronous up-and-down flapping movements. The second drive assembly 4 can drive two sets of arc-shaped extension arms 5 to swing up and down independently, providing power support for the basic flapping of the hindwings 7. The two sets of hindwings 7 are symmetrically arranged on the arc-shaped support frame 6, and the side away from the forewings 2 is respectively engaged with the corresponding arc-shaped extension arm 5, relying on the arc-shaped support frame 6 to achieve arc-shaped trajectory movement. The third drive assembly 8 independently engages with the two sets of hindwings 7, and can individually control the sliding displacement of a single set of hindwings 7 along the arc-shaped support frame 6, realizing independent control of the forewings 2 and hindwings 7 in different zones.

[0028] The base 1 is the core load-bearing component of the entire aircraft, providing a fixed mounting reference for all wings, drive components, and sensing components. Its compact and lightweight structure is suitable for the flight load requirements of micro flapping-wing aircraft. The forewing 2 with its grid-like wing vein structure is a fixed synchronous flapping wing body. The longitudinal main wing vein bears the main load, while the lateral support wing veins reinforce the wing surface in sections, effectively improving the wing's resistance to deformation and ensuring stable wing shape during high-frequency flapping, continuously generating stable basic lift. The first drive component 3 is a dedicated synchronous drive mechanism for the forewing 2. Its core function is to achieve differential-speed synchronous flapping of both forewings 2, providing constant power to the aircraft. The first drive component provides basic lift and ensures flight stability. The second drive component 4 and the arc-shaped extendable arm 5 constitute the basic flapping actuator of the rear wing 7, which can drive the rear wing 7 to follow a preset trajectory to complete up and down flapping, thus supplementing the flight lift. The arc-shaped support frame 6 is a dedicated arc-shaped motion guide for the rear wing 7, which limits the arc-shaped sliding and swinging trajectory of the rear wing 7 and avoids movement deviation and jamming. The third drive component 8 is an independent differential control mechanism for the rear wing 7, which can realize the individual sliding adjustment of one side of the rear wing 7, change the flapping amplitude, position and attitude of both sides of the rear wing 7, without the need to add additional tail fins, control surfaces and other control structures, and integrate the aircraft's attitude adjustment and steering control.

[0029] Specifically, during flight operations, the first drive component 3 is activated first, continuously driving the two sets of forewings 2 to flap synchronously at high frequency. Relying on the grid-reinforced wing structure, it continuously generates stable basic lift, maintaining the aircraft's basic suspension and level flight state. Under normal level flight conditions, the second drive component 4 works synchronously, driving the two sets of arc-shaped extendable arms 5 to swing up and down regularly, pulling the two sets of rear wings 7 to follow synchronously to complete the arc-shaped trajectory flapping. Together with the forewings 2, they superimpose lift, improving the aircraft's load capacity and flight stability. When the aircraft needs to turn, fine-tune its attitude, or perform maneuvering flight, the third drive component 8 at the bottom is activated. According to flight control commands, it drives one side of the rear wing 7 to make directional sliding adjustments along the arc-shaped support frame 6, changing the flapping stroke, spread amplitude, and force-bearing area of ​​the one side of the rear wing 7, forming a differential flapping effect of the two sides of the rear wing 7. By precisely controlling the position difference and flapping amplitude difference of the two sides of the rear wing 7, the aircraft can complete maneuvering actions such as left and right turns, pitch fine-tuning, and attitude correction without additional auxiliary mechanisms. Throughout the process, the forewings 2 always maintain synchronous and stable flapping, ensuring uninterrupted flight power.

[0030] Compared to existing technologies, traditional quad-wing flapping-wing aircraft generally employ a fixed wing structure, with lift generation and attitude control operating independently. This necessitates the configuration of independent flapping-wing lift enhancement mechanisms, along with additional dedicated attitude control components such as tail fins, control surfaces, and differential torsion mechanisms. This requires multiple sets of drive, transmission, and sensing units, resulting in a complex number of components, severe redundancy, and extremely low structural integration. The numerous redundant components significantly increase the aircraft's weight, encroaching on battery and payload installation space, directly shortening flight endurance. Furthermore, traditional aircraft cannot achieve independent differential adjustment of the rear wing, leading to poor attitude control precision, insufficient maneuverability, and difficulty adapting to low-density, complex flight environments. This solution adopts an integrated structure with independent drive forewing 2 and rear wing 7, and sliding differential adjustment for the rear wing 7. It abandons the traditional separate, redundant design of independent lift enhancement and control, achieving both lift stabilization and attitude maneuver control with a single integrated mechanism.

[0031] Through the above technical solution, this application integrates basic lift generation and attitude steering control functions into one integrated structure design with synchronous flapping lift enhancement of the forewing 2 and independent sliding differential control of the rear wing 7. This eliminates redundant mechanisms such as tail fins, control surfaces, and independent differential torsion required by traditional aircraft, greatly simplifying the overall transmission and control structure, reducing the number of parts, effectively reducing the overall weight, and freeing up internal assembly space. It can carry larger capacity batteries 89 or multi-functional payloads, significantly extending flight endurance and expanding operational functions. At the same time, relying on the third drive component 8, it achieves independent and precise adjustment of the rear wing 7 on one side. Through the arc-shaped sliding differential of the rear wing 7, it achieves high-precision attitude fine-tuning and rapid turning maneuvers, greatly improving the aircraft's flight flexibility and environmental adaptability. It can perfectly adapt to the low-density environment of Mars and complex low-altitude flight scenarios, taking into account structural lightweighting, flight stability, and maneuverability.

[0032] In this embodiment, as shown in the appendix Figure 2 As shown, the base 1 is composed of a fixed plate 11 and a U-shaped groove plate 12. The U-shaped groove plate 12 is fixedly assembled on the surface of the fixed plate 11 to form a layered load-bearing structure. Two sets of symmetrical forewings 2 are rotatably assembled at the front end of the U-shaped groove plate 12, and two sets of symmetrical rear wings 7 are rotatably arranged at the rear end of the U-shaped groove plate 12 away from the forewings 2, so as to realize the staggered arrangement of the forewings 2 and the rear wings 7. The integration and assembly of all wings and drive components are completed by relying on the groove structure of the U-shaped groove plate 12.

[0033] Among them, the fixed plate 11 is the basic bearing plate of the base 1. It is made of lightweight high-strength sheet material and has a flat and regular surface. It can provide a stable assembly benchmark for the upper U-shaped groove plate 12, the bottom drive component, the battery 89 and the control components. It is uniformly stressed and not easily deformed. The U-shaped groove plate 12 is a groove-shaped integrated installation bracket. The two side uprights and the middle plate form an enclosed installation space. Compared with the traditional flat plate installation structure, it can realize the partitioned and isolated assembly of the front wing 2, the rear wing 7 and multiple drive components, avoiding interference between the movements of various mechanisms. The front side of the U-shaped groove plate 12 is a dedicated installation station for the front wing 2 and the rear side is a dedicated installation station for the rear wing 7. The partitioned layout is clear and can accurately limit the installation distance and movement trajectory of the front wing 2 and the rear wing 7, ensuring that the front wing 2 flaps synchronously and the rear wing 7 adjusts differentially without interfering with each other.

[0034] Specifically, during the assembly process, the U-shaped slot plate 12 is first precisely fixed at the center of the fixed plate 11 to ensure the verticality and horizontality of the assembly, forming a complete split-type base structure 1. Then, the core components of the first drive assembly 3 and the second drive assembly 4 are integrated and assembled on both sides of the U-shaped slot plate 12. After the drive assembly is completed, the two sets of forewings 2 are symmetrically rotated and installed on one side plate of the U-shaped slot plate 12. The stroke and coaxiality of the forewings 2 flapping up and down are adjusted to ensure that the movement of the two forewings 2 is synchronized and without deviation. Then, the two sets of rear wings 7 are correspondingly assembled on the other side plate of the U-shaped slot plate 12, and the sliding and rotation limits of the rear wings 7 are completed with the help of the arc-shaped support frame 6. After the whole machine is assembled, the U-shaped slot plate 12 realizes the centralized integration of all the upper flight mechanisms, and the fixed plate 11 undertakes the functions of bearing the whole machine and assembling the bottom components. During flight, the layered base structure 1 can stably bear the high-frequency movement of each mechanism without structural shaking or deformation, ensuring the continuous and stable operation of the forewings 2 and rear wings 7.

[0035] Through the above technical solution, this application adopts a split-type layered base structure 1. Relying on the groove-shaped enclosure design of the U-shaped groove plate 12, the forewing 2, the rear wing 7, and multiple sets of drive components are partitioned and isolated for assembly, effectively eliminating interference and jamming problems between various motion mechanisms and significantly improving the overall motion stability. The groove-shaped structure can form physical protection for the internal core transmission components, resisting external interference such as flight airflow and dust, reducing the wear rate of components, and extending the service life of the equipment. The partitioned layout can precisely limit the motion range of the forewing 2 and the rear wing 7, ensuring the independent working logic of synchronous lift of the forewing 2 and differential control of the rear wing 7, improving flight control accuracy. At the same time, the base structure is lightweight and highly integrated, without adding extra load to the whole machine, and is suitable for the lightweight design requirements of micro aircraft.

[0036] In this embodiment, as shown in the appendix Figure 2As shown, the first drive assembly 3 mainly consists of a first drive motor 31, a first drive gear 32, two sets of meshing first driven gears 33, a first eccentric fixed shaft 34, and a first drive rod 35. The first drive motor 31 is fixed at a preset position on the U-shaped slot plate 12 as a power source. The output shaft is coaxially equipped with the first drive gear 32. The two sets of first driven gears 33 are symmetrically meshed and simultaneously mesh with the first drive gear 32 for transmission. Each driven gear disk is equipped with a first eccentric fixed shaft 34. The eccentric shaft is rotatably connected to the end of the forewing 2 through the corresponding first drive rod 35. Relying on the gear meshing transmission and the eccentric connecting rod structure, the synchronous reciprocating flapping of the two forewings 2 is realized.

[0037] Among them, the first drive motor 31 is the dedicated power source for the high-frequency flapping of the forewing 2. It adopts a micro high-speed servo motor with precise and controllable speed, and can be adapted to different flight conditions to adjust the flapping frequency. The first drive gear 32 is the core of power input. It rotates synchronously with the motor output shaft and transmits the motor power synchronously to two sets of driven gears. The two sets of meshing first driven gears 33 are symmetrical transmission components, which can achieve reverse synchronous rotation to ensure that the transmission rhythm on both sides is completely consistent, thus eliminating the flapping deviation of the two forewings 2 from the root. The first eccentric fixed shaft 34 is the core conversion structure that converts rotational motion into reciprocating linear motion. Based on the eccentricity design, it converts the circumferential rotational motion of the gear into the reciprocating push-pull motion of the drive rod. The first drive rod 35 is a power transmission link. The two ends are respectively hinged to the eccentric shaft and the forewing 2, accurately transmitting reciprocating power and driving the forewing 2 to complete regular up-and-down flapping.

[0038] Specifically, during flight operations, the first drive motor 31 starts running, driving the first active gear 32 to rotate at high speed. The active gear synchronously drives the first driven gears 33 on both sides to rotate in opposite directions at the same speed. During the rotation of the driven gears, the eccentric fixed shaft moves eccentrically in a circular motion with the gears, continuously pushing and pulling the first drive rod 35 to complete the reciprocating extension and retraction action. The reciprocating power of the drive rod is precisely transmitted to the forewings 2, driving the two sets of forewings 2 to flap up and down synchronously at the same frequency and with the same stroke, continuously generating uniform and stable basic lift. Throughout the entire process, the two forewings 2 have no differential speed or deviation, ensuring the stability of the aircraft in level flight.

[0039] In this embodiment, as shown in the appendix Figure 3As shown, the second drive assembly 4 is mounted on the U-shaped slot plate 12 and includes a second drive motor 41, a second drive gear 42, two sets of second driven gears 43, a second eccentric fixed shaft 44, and a second drive rod 45. The second drive motor 41 provides power output, which drives the two sets of meshing second driven gears 43 to rotate synchronously in opposite directions through the coaxial second drive gear 42. The second eccentric fixed shaft 44 on the driven gear disk cooperates with the second drive rod 45 to complete the reciprocating power output. The end of the second drive rod 45 is connected to the arc-shaped extension arm 5. Movable rods 71 ​​are provided on the side of the two rear wings 7 away from the forewing 2. The movable rods 71 ​​mounted on the inner side of the rear wings 7 slide with the arc-shaped extension arm 5 through the guide hole, and the rear wings 7 swing up and down regularly by relying on the linkage structure.

[0040] Among them, the second drive motor 41 is the dedicated power source for the basic flapping of the hindwing 7. It is independently controlled from the first drive motor 31 and can adjust the flapping frequency and amplitude of the hindwing 7 separately, realizing the power zone control of the forewing 2 and the hindwing 7. The second drive gear 42 and two sets of second driven gears 43 form a symmetrical meshing transmission system to ensure that the basic swinging movements of the two hindwings 7 are synchronized and rhythmic. The second eccentric fixed shaft 44 and the second drive rod 45 form an eccentric linkage transmission mechanism, which converts the gear rotation motion into vertical reciprocating motion, providing basic power for the swinging of the hindwing 7. The arc-shaped extension arm 5 is a trajectory guide component for the swinging of the hindwing 7. The arc structure can match the arc-shaped motion trajectory of the hindwing 7, limit the swinging path of the hindwing 7, and avoid motion deviation. The movable rod 71 on the inner side of the hindwing 7 and the guide hole are sliding fit components, which can slide flexibly along the arc-shaped extension arm 5. It can not only follow the guide rod to complete the overall swing, but also adapt to the subsequent differential sliding adjustment requirements, realizing the compatible operation of the swinging and displacement adjustment of the hindwing 7.

[0041] Specifically, during level flight, the second drive motor 41 starts and drives the two driven gears 43 on both sides to rotate synchronously in opposite directions through gear meshing. Relying on the eccentric structure, it drives the second drive rod 45 to push and pull back and forth, driving the arc-shaped extendable arm 5 to swing up and down regularly. The arc-shaped extendable arm 5, through sliding cooperation with the movable rod 71 and the guide hole, pulls the two sets of rear wings 7 to complete the arc-shaped trajectory up and down flapping synchronously, which is combined with the lift of the forewing 2. When attitude control is required, the guide hole can slide adaptively along the arc-shaped extendable arm 5 to adapt to the differential displacement change of the rear wings 7, ensuring that the swinging action is not stuck and the control action is smooth.

[0042] Through the above technical solutions, the second drive component 4 of this application ensures the basic swing height synchronization of the two rear wings 7 through symmetrical gear meshing transmission, continuously and stably superimposing flight lift, and improving the aircraft's load capacity and level flight stability; relying on the sliding cooperation structure of the arc-shaped extendable arm 5 and the guide hole of the movable rod 71, the rear wings 7 can adaptively adapt to the unilateral differential sliding adjustment action while maintaining regular swing, without the need to separate the swing and control mechanisms, realizing dual functions in one aircraft, greatly simplifying the overall structure and reducing redundant parts; the arc-shaped guide structure perfectly matches the motion trajectory of the rear wings 7, reducing motion drag and the probability of jamming, improving the action response speed and control accuracy of the rear wings 7, and taking into account the needs of basic lift generation and maneuver attitude control.

[0043] In this embodiment, as shown in the appendix Figure 3 As shown, limit caps 51 are fixed on the inner sidewalls of the two sets of arc-shaped extension arms 5 facing each other. The two sets of limit caps 51 are symmetrically spaced and distributed at the end positions of the arc-shaped extension arms 5. They can physically limit and constrain the sliding stroke of the rear wing 7 movable rod 71, realize precise control of the differential sliding range of the rear wing 7, and prevent the sliding rod from detaching from the arc-shaped extension arm 5.

[0044] Among them, the limit cap 51 is made of lightweight, hard and wear-resistant material and is integrally molded. It is firmly fixed to the end of the arc-shaped extendable arm 5 and is integrated with the guide rod without loosening or falling off. The two sets of limit caps 51 are symmetrically spaced apart, with a reasonable sliding gap reserved in the middle. This gap is the effective safe sliding stroke of the movable rod 71 of the rear wing 7. It can accurately limit the sliding limit of the movable rod 71 on the arc-shaped extendable arm 5, avoiding excessive sliding displacement or overtravel deviation. It is also to avoid interference when the two arc-shaped extendable arms 5 rise and fall. The placement of the limit cap 51 has been optimized for working conditions to match the stroke requirements of the aircraft's conventional attitude control and steering maneuver. It can not only ensure sufficient differential adjustment range to meet the needs of flexible maneuverability, but also prevent problems such as mechanism interference, wing deformation, and transmission jamming caused by overtravel movement. It is the core limit protection structure to ensure the stability of the rear wing 7 control.

[0045] Specifically, during normal flight, when the third drive assembly 8 drives the rear wing 7 to slide along the arc-shaped support frame 6 to achieve differential attitude adjustment, the guide hole of the movable rod 71 on the inner side of the rear wing 7 slides synchronously along the arc-shaped extension arm 5. When the movable rod 71 slides to the preset limit position, the end of the rod will fit against the limit cap 51 and be blocked and braked by the limit cap 51, preventing it from continuing to slide beyond its range. When adjusting and resetting, the movable rod 71 slides in the opposite direction to break free from the constraint of the limit cap 51 and return to the normal working range. The limit cap 51 can constrain the sliding stroke of the rear wing 7 in real time throughout the entire range, keeping the differential adjustment range within a safe range, avoiding mechanism failures caused by over-range movement, and ensuring that every attitude adjustment action is accurate, safe, and controllable.

[0046] In this embodiment, as shown in the appendix Figure 2 As shown, the arc-shaped support frame 6 is composed of a support rod 61 and an arc-shaped fixing rod 62. The support rod 61 is vertically fixed and assembled at a preset position on the base 1, providing a vertical bearing foundation for the overall support structure. The arc-shaped fixing rod 62 is horizontally fixed to the top surface of the support rod 61, arranged in a symmetrical arc-shaped structure. The bottom walls of both sets of rear wings 7 are integrally equipped with a fixing ring 72 structure. The fixing ring 72 is movably sleeved on the outside of the arc-shaped fixing rod 62, and can slide and rotate freely along the arc-shaped trajectory of the arc-shaped fixing rod 62, adapting to the composite motion requirements of the rear wings 7 swinging and differential adjustment.

[0047] Among them, the support rod 61 is a vertical load-bearing support component, made of high-strength and lightweight rod material, and is fixed upright on the base 1. It has strong support stability and is not easily deformed. It can provide stable support for the top arc-shaped fixing rod 62, ensuring that the installation arc and height of the arc-shaped fixing rod 62 are accurately fixed. The arc-shaped fixing rod 62 is a dedicated arc-shaped motion guide track for the hind wing 7. The arc curvature matches the optimal flapping trajectory and differential sliding path of the hind wing 7, which can accurately limit the compound motion posture of the hind wing 7. The fixing ring 72 at the bottom of the hind wing 7 is an integrated sliding and rotating component. The inner ring is smooth and wear-resistant. It works with the arc-shaped fixing rod 62. It can rotate freely around the rod to adapt to the angle changes of the hind wing 7's up and down flapping, and can also slide along the axial direction of the arc-shaped rod to meet the differential displacement adjustment needs of the hind wing 7.

[0048] Specifically, during flight operations, the hindwing 7 follows the second drive assembly 4 to complete the up-and-down flapping motion. The fixing ring 72 rotates adaptively around the arc-shaped fixing rod 62 to adapt to changes in the flapping angle and ensure smooth flapping motion. When attitude control or steering maneuvers are required, the third drive assembly 8 drives the hindwing 7 to bear force, and the fixing ring 72 slides precisely along the arc-shaped trajectory of the arc-shaped fixing rod 62 to smoothly change the relative position of the hindwing 7 and complete the bilateral differential adjustment. The arc-shaped support frame 6 provides stable guidance and support for all movements of the hindwing 7, ensuring that the movement trajectory is precise and controllable.

[0049] In this embodiment, as shown in the appendix Figure 4 and attached Figure 5 As shown, the third drive assembly 8 is integrated and assembled at the bottom of the base 1, mainly consisting of a double-layer rotating ring, two sets of double-link assemblies, and a dedicated drive component. The first rotating ring 81 is rotatably assembled at the bottom of the base 1, and the second rotating ring 82 is nested below the first rotating ring 81, forming a double-layer independent rotating structure. The two sets of double-link assemblies are respectively connected to the outer wall of the double-layer rotating ring and the bottom wall of the two sets of rear wings 7. Each set of double links consists of a first link 83 and a second link 84 that can be rotatably hinged up and down, forming a flexible linkage structure. The dedicated drive component independently connects to the two sets of rotating rings, and can control the independent rotation of the first rotating ring 81 and the second rotating ring 82, thereby driving the corresponding rear wings 7 to complete independent arc-shaped sliding adjustment through the double-link assemblies.

[0050] Among them, the double-layer nested first rotating ring 81 and second rotating ring 82 are independent power output components. The two rings can rotate independently without interference, each corresponding to control one side of the rear wing 7, realizing completely independent control of the two sides of the rear wing 7 without mutual interference. The double-link assembly is a flexible power transmission component. The double-segment link hinge structure has multi-angle adaptive rotation capability, which can perfectly adapt to the complex posture changes of the rear wing 7's arc sliding and up-and-down flapping, automatically compensate for motion angle deviation, and avoid the jamming and stress deformation of rigid transmission. The first link 83 is responsible for hinged transmission with the rotating ring, and the second link 84 is responsible for connecting with the rear wing 7 to transmit power. The linkage of the two links can realize multi-dimensional angle adaptation, ensuring smooth and efficient power transmission. The drive component is a dedicated independent power source for the double-layer rotating ring, which can accurately control the rotation angle, speed and direction of the single-layer ring, providing precise power support for the differential adjustment of the rear wing 7.

[0051] Specifically, during the assembly stage, the first rotating ring 81 and the second rotating ring 82 are nested and rotated sequentially at the bottom of the base 1 from top to bottom to ensure high coaxiality of the double-layer rings and independent rotation without interference; two sets of double-link assemblies are assembled sequentially, with the first link 83 hinged to the outer wall of the corresponding rotating ring and the second link 84 hinged to the bottom wall of the rear wing 7 to ensure that the double link can rotate freely up and down and the angle can be adjusted adaptively; finally, the bottom drive component is assembled to complete the power docking with the double-layer rotating rings.

[0052] During flight control, when attitude adjustment of one side of the rear wing 7 is required, the drive component drives the single-layer rotating ring to rotate independently. The rotation of the rotating ring causes the double-link assembly hinged to the outer wall to generate push-pull displacement. The double-link assembly adaptively adjusts the swing angle based on the two-section hinge structure, precisely driving the corresponding side of the rear wing 7 to slide along the arc-shaped support frame 6, changing the flapping position and amplitude of the single side of the rear wing 7. The double-layer rotating ring can work independently, work in conjunction, or work in opposite directions. Through different combination modes, it can realize various maneuvers such as left and right turns, pitch leveling, and attitude correction of the aircraft, without affecting the synchronous lift of the forewing 2 and the basic flapping of the rear wing 7 throughout the process.

[0053] Through the above technical solution, this application adopts a double-layer nested independent rotating ring structure, combined with an adaptive double-link flexible transmission mechanism, to achieve completely independent differential control of the two rear wings 7. It can accurately complete the fine adjustment of the displacement of one rear wing 7, and generate a variety of attitude control and steering maneuver modes, which greatly improves the flight flexibility and maneuver accuracy of the aircraft. The double-link hinged structure has multi-angle adaptive compensation capability, perfectly adapts to the compound motion attitude of the rear wings 7, effectively releases transmission stress, eliminates jamming, deformation and breakage problems, reduces the wear rate of components, and improves the overall working stability and service life of the aircraft. The bottom integrated layout does not occupy the space of the upper flight mechanism, and the structure has high integration and compact layout, which is suitable for the lightweight design requirements of micro aircraft.

[0054] In this embodiment, as shown in the appendix Figure 5As shown, the dedicated drive component of the third drive assembly 8 consists of a base plate 85, two sets of third drive motors 86, and two sets of drive gears 87. The base plate 85 is fixedly mounted on the bottom of the base 1 and falls completely within the projection range of the base 1. Two sets of batteries 89 and a control circuit board are integrated at the bottom of the base plate 85 (a battery plate is set at the bottom of the two batteries 89, and the control circuit board is located in the middle of the two batteries 89; the battery plate and the base plate 85 are fixedly connected by a rod), realizing the integration of the power and control modules. The two sets of third drive motors 86 are fixedly mounted on the surface of the base plate 85 at intervals, and the output shafts are coaxially mounted with drive gears 87. The inner walls of the double-layer rotating rings are all machined with matching drive gear 88 structures. The two sets of drive gears 87 are precisely meshed with the drive gears 88 of the corresponding rotating rings, independently driving the single-layer rotating rings to rotate.

[0055] Among them, the base plate 85 is a bottom functional integrated support component, whose size matches that of the base 1. It is housed within the projection range of the base 1 without any protruding structure, thus not increasing the overall lateral size of the aircraft and ensuring a regular aerodynamic shape. The dedicated workstation at the bottom of the base plate 85 is used to integrate and install the battery 89 and the control circuit board, realizing the integrated integration of power supply, control, and drive functions without the need for additional external components, resulting in a compact and regular structure. The two sets of third drive motors 86 are independent micro servo motors, whose speed and angle can be precisely controlled in a closed loop without interference. They respectively control the first rotating ring 81 and the second rotating ring 82. The drive gear 87 and the corresponding drive teeth 88 on the inner wall of the rotating ring form an internal meshing transmission structure, which has high transmission accuracy, small gap, and low power loss. The internal meshing layout is compact and has good protection, effectively avoiding airflow interference and wear problems caused by exposed gears.

[0056] Specifically, when the equipment is working, the control circuit board outputs control signals according to the flight attitude command, and independently controls the operation of the two sets of third drive motors 86; after the third drive motor 86 on one side starts, it drives the corresponding drive gear 87 to rotate, and drives the corresponding rotating ring to rotate precisely through internal meshing transmission, and completes the differential adjustment of the wing 7 with the help of the double linkage assembly; the battery 89 provides a continuous and stable power supply to all drive motors, control elements and sensing components to ensure the continuous operation of the whole machine.

[0057] Through the above technical solution, this application integrates the third drive motor 86, power supply battery 89, and control circuit board into the projection range of the base 1 through the integrated design of the base plate 85. The overall aerodynamic shape is regular, which effectively reduces flight wind resistance and improves flight stability. The modular integrated layout has a compact structure and regular wiring, which reduces redundant components and space occupation, reduces the weight of the whole machine, and improves the endurance.

[0058] In this embodiment, as shown in the appendix Figure 5 and attached Figure 6As shown, corresponding matching receiving groove structures are respectively opened on the bottom of the base 1, the first rotating ring 81, and the second rotating ring 82. The first receiving groove 13 at the bottom of the base 1 and the second receiving groove 811 on the top wall of the first rotating ring 81 form the first rotating groove. The third receiving groove 812 on the bottom wall of the first rotating ring 81 and the fourth receiving groove 821 on the top wall of the second rotating ring 82 form the second rotating groove. Both sets of rotating grooves are fitted with ball bearings 15, forming a double-layer ball bearing 15 rotating structure. At the same time, a limiting ring groove 822 is opened on the outer wall of the second rotating ring 82. A limiting block 14 is fixed on the outer wall of the base 1. The limiting block 14 is slidably embedded in the limiting ring groove 822 to realize the vertical constraint on the first rotating ring 81 and the second rotating ring 82.

[0059] Each set of receiving grooves is a ring-shaped closed groove structure. The two sets are precisely aligned and enclosed to form a regular ring rotating groove, providing a limited installation space for the ball bearings 15. The ball bearings 15 are made of high-precision wear-resistant micro steel balls, which can roll freely in the rotating groove, transforming the traditional surface contact sliding friction into point contact rolling friction, greatly reducing the frictional resistance of the relative rotation of the double-layer rotating rings and improving the smoothness of rotation. The double-layer ball bearing 15 structure can simultaneously provide axial and radial bidirectional limiting support for the two sets of rotating rings, ensuring high coaxiality of the rotating rings and no offset or shaking. The limiting ring groove 822 on the outer wall of the second rotating ring 82 is an arc-shaped limiting track (the limiting ring groove 822 can be a multi-segment arc groove, corresponding one-to-one with multiple limiting blocks 14, and can also limit the angle of rotation of the second rotating ring 82 relative to the base 1), which, together with the limiting blocks 14 fixed to the base 1, forms a mechanical upper and lower limiting structure.

[0060] Specifically, during the operation of the aircraft, when the third drive motor 86 drives the rotating ring to rotate, the balls 15 roll synchronously in the annular rotating groove, supporting the stable relative rotation of the double-layer rotating ring, greatly reducing transmission friction resistance, and ensuring rapid start and stop response and smooth operation of the rotating ring; at the same time, the limiting block 14 slides adaptively along the limiting ring groove 822, precisely constraining the rotation angle range of the rotating ring and avoiding overtravel. The limiting block 14 is also used to constrain the vertical position of the first rotating ring 81, the second rotating ring 82 and the base 1; the double-layer ball 15 structure throughout the entire process ensures rotational stability, the limiting structure ensures motion safety, and the dual structure works together to improve control accuracy.

[0061] Through the above technical solution, the double-layer ball bearing 15 rotating structure of this application can significantly reduce the frictional resistance of the relative rotation of the rotating ring, reduce the load of the third drive motor 86 and the energy consumption of the whole machine, improve the rotation start and stop response speed and smoothness of action, and at the same time effectively reduce component wear, ensure no gap offset during long-term operation, and ensure the stability of the coaxiality and control accuracy of the rotating ring; in conjunction with the mechanical limiting structure of the outer limiting block 14 and the limiting ring groove 822, the rotation angle of the rotating ring is precisely limited, while limiting the vertical position of the base 1, the first rotating ring 81 and the second rotating ring 82; the composite structure has multiple advantages such as drag reduction and efficiency improvement, wear resistance and vibration prevention, and precise limiting, effectively extending the service life of the equipment and ensuring the long-term high-precision and stable maneuvering flight of the aircraft.

[0062] In this embodiment, as shown in the appendix Figure 2 As shown, a protective sensing component is added to the bottom of the aircraft, mainly including a transparent cover 9 and a binocular sensor 91. The transparent cover 9 is fixedly mounted on the bottom of the base 1, below the second rotating ring 82, and is rigidly fixed to the base 1 to form a bottom closed protective structure. The binocular sensor 91 is fixedly installed at the core monitoring position at the front end of the transparent cover 9, which can monitor the environmental air pressure and wind parameters in real time and accurately during flight, providing real-time environmental data support for aircraft attitude control and power output adjustment.

[0063] The transparent cover 9 is made of high-strength, light-transmitting, and lightweight material in one piece, possessing multiple characteristics such as dustproof, windproof, impact-proof, and light-transmitting. It can provide all-round physical protection for core precision components such as the bottom double-layer rotating ring, the third drive motor 86, transmission gears, and control circuit board, isolating them from interference from external dust, airflow, and small debris, and preventing damage to precision components. The transparent and light-transmitting structure does not obstruct the monitoring field of the front-end binocular sensor 91, ensuring unobstructed and bias-free sensing and monitoring. The binocular sensor 91 is a high-precision environmental sensing element with dual functions of air pressure detection and wind force detection. It has a fast response speed and high detection accuracy, and can collect air pressure values, wind speed and wind direction data of the flight airspace in real time, and transmit them synchronously to the control circuit board, providing accurate data for the whole aircraft's power adjustment, attitude compensation, and maneuver control.

[0064] In this embodiment, the top of the transparent cover 9 extends inward with an extension plate, which can be directly connected to the driving component or to the fixing plate 11 of the base 1.

[0065] This application also provides a flight method based on an adjustable rearwing flapping-wing aircraft, including the following steps: Step S100: Drive the two forewings to flap up and down synchronously through the first drive component to provide basic lift for the aircraft; Step S200: During the flapping of the forewings, the second drive assembly is controlled to drive the two arc-shaped extension arms to swing up and down, so as to drive the two hindwings to flap up and down in coordination with the forewings. Step S300: The two rear wings are individually driven to slide along the arc-shaped support frame by the third drive component to adjust the spanwise position of the two rear wings relative to the base. Step S400: Based on the preset flight attitude command, the third drive component is controlled to adjust the sliding displacement of the left and right rear wings on the arc-shaped support frame respectively. The differential lift or drag is generated by the asymmetrical distribution of the spanwise positions of the two rear wings to achieve pitch or yaw attitude adjustment of the aircraft.

[0066] In this embodiment, when the flapping-wing aircraft is in takeoff, climb, acceleration, or under heavy load conditions, the aerodynamic force generated by a single wing may not be sufficient to meet flight requirements due to the low atmospheric density of Mars. Therefore, it is necessary to switch to a coordinated active flapping flight mode using forewings 2 and hindwings 7. This mode draws inspiration from the four-wing coordinated flight principle of dragonflies, where both forewings and hindwings participate in aerodynamic force generation, and the flapping timing of forewings 2 and hindwings 7 coordinates the use of the wake between the wings. By controlling forewings 2 and hindwings 7 to actively flap together according to a preset flapping frequency, amplitude, and timing, both forewings 2 and hindwings 7 generate lift and thrust simultaneously, thereby expanding the effective wing area involved in aerodynamic force generation and compensating for insufficient lift and thrust caused by the low-density Martian atmosphere. Under the condition that the flapping timing of forewings 2 and hindwings 7 is compatible, hindwings 7 can reuse the wake generated by forewings 2, reducing ineffective vortex momentum in the wake and thus improving aerodynamic efficiency. Meanwhile, each wing adopts a biomimetic dragonfly wing vein skeleton. The hierarchical mesh structure formed by the longitudinal main wing vein and the transverse secondary wing vein disperses the aerodynamic load and flapping inertial load. While maintaining the spanwise support stiffness, it retains appropriate chordal flexibility. Combined with the forewing 2 and the hindwing 7 to jointly bear the aerodynamic load, it helps to reduce the load on a single wing and suppress local deformation of the wing surface, so that the wing surface can produce controlled passive bending and camber changes with the aerodynamic load.

[0067] When the flapping-wing aircraft reaches the predetermined flight altitude, its flight attitude stabilizes, or it passes the detection of binocular sensor 91 and the environmental wind resistance decreases, leading to a reduction in lift and thrust requirements, it can switch to an active flapping forewing 2-quasi-fixed low-load cruise mode for the hindwing 7. This mode draws inspiration from the biomimetic principles of birds such as swifts and starlings, which maintain their tail feathers in a relatively tucked posture during stable gliding or continuous forward flight, and utilize the tail feathers to regulate tail airflow, provide stabilizing torque, and reduce ineffective aerodynamic drag. By controlling the active flapping of the forewing 2, the forewing 2 provides the main lift and thrust required for cruise. At the same time, the third drive motor 86 of the hindwing 7 is stopped, causing the hindwing 7 to cease active flapping. The third drive motor 86 drives the gear 87 to rotate the gear ring, moving the hindwing 7 along its track, thereby changing the angle between the two hindwings 7 from a top-down perspective. The braking force of the third drive motor 86 stabilizes the hindwing 7, keeping it at a preset angle adapted to the cruise airflow, forming a quasi-fixed aerodynamic stability surface similar to bird tail feathers. The fixed rear wing 7 guides the airflow at the tail of the aircraft and suppresses attitude fluctuations by generating corresponding aerodynamic torques; it also reduces ineffective drag caused by tail flow separation and vortex shedding. The biomimetic dragonfly wing vein skeleton used in the rear wing 7 maintains the wing shape with a low structural mass, preventing local collapse or flutter of the large wing surface during cruise in the low-density atmosphere of Mars. This mode reduces the number of active flapping wings, lowers the periodic inertial power consumption of the rear wing 7 drive mechanism, and utilizes the quasi-fixed rear wing 7 for stabilization and rectification functions, making it suitable for low-load, long-endurance cruise and significantly improving the energy efficiency of flapping-wing aircraft.

[0068] When the flapping-wing aircraft is disturbed by external forces and its attitude deviates as detected by the binocular sensor 91, or when a change in flight direction is required, it can switch to a control mode of coordinated flapping of the forewings 2 and hindwings 7, and differential angle-changing control of one hindwing 7. This mode draws inspiration from the differential wing attitude control principle of dragonflies, which generate attitude recovery torque through asymmetry in the pitch angles of their left and right wings, and fruit flies, which generate yaw torque through slight differences in the pitch balance angles of their left and right wings. Its biomimetic object is a control strategy that uses the difference in wing attitude angles to generate control torque, rather than changing the flapping frequency or flapping speed of the inner and outer wings. With both forewings 2 and hindwings 7 continuously flapping actively and other flapping parameters remaining constant, the spatial attitude angle of one hindwing 7 relative to the other is changed. This is achieved by the third drive motor 86 transmitting force to the gear ring, which drives the double-link assembly to rotate one hindwing 7 along the arc-shaped support frame 6. This changes the effective angle of attack of the hindwing 7 relative to the local incoming flow, resulting in different lift and drag for the two hindwings 7, and forming a differential aerodynamic torque for attitude correction or steering. Once the flapping-wing aircraft reaches the target attitude or flight direction, the angled hindwing 7 returns to an angle symmetrical to the other hindwing 7. This mode achieves attitude stability and steering control using a small-angle deflection of one hindwing 7 without reducing the flapping frequency of either forewing 2 or stopping the flapping of the hindwings 7. This maintains basic lift and thrust in the low-density Martian atmosphere, reducing lift loss and altitude fluctuations caused by differential frequency control or single-wing flapping cessation. Meanwhile, the biomimetic dragonfly wing vein skeleton can disperse the asymmetric aerodynamic load generated during the 7-degree angle change of the unilateral hindwing, which is beneficial to suppressing local deformation of the wing surface and sudden change of aerodynamic torque, and improving the control efficiency and anti-disturbance stability of flapping-wing aircraft.

[0069] The flight method for an adjustable rearwing flapping-wing aircraft provided in this application uses a first drive assembly 3 to drive two forewings 2 to flap synchronously up and down, providing basic lift for the aircraft. Simultaneously, during the flapping of the forewings 2, a second drive assembly 4 drives two arc-shaped extension arms 5 to swing up and down, thereby causing the two rearwings 7 to flap in coordination with the forewings 2, creating aerodynamic coupling between the forewings 2 and the rearwings 7 to enhance overall lift. Furthermore, a third drive assembly 8 individually drives the two rearwings 7 to slide along the arc-shaped support frame 6, adjusting the spanwise position of each rearwing 7 relative to the base 1 in real time. Then, according to a preset flight attitude command, the third drive assembly 8 controls the left and right rearwings 7 to generate different sliding displacements on the arc-shaped support frame 6. The asymmetrical distribution of the spanwise positions of the two rearwings 7 generates differential lift or drag. Thus, without relying on additional tail fins, control surfaces, or independent differential torsion mechanisms, precise adjustment of the aircraft's pitch or yaw attitude is achieved, significantly simplifying the overall structure, reducing weight, and improving endurance.

[0070] Other embodiments of the invention will readily occur to those skilled in the art upon consideration of the specification and practice of the solutions disclosed herein. This invention is intended to cover any variations, uses, or adaptations of the invention that follow the general principles of the invention and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of the invention are indicated by the claims.

Claims

1. An adjustable rear wing flapping-wing aircraft, characterized in that, include: Matrix; Two forewings are rotatably mounted on the front side of the base; the two forewings are arranged symmetrically. The first driving component is disposed on the base and is rotatably connected to one end of the two forewings facing each other, so as to drive the two forewings to swing up and down synchronously. A second driving component is disposed on the substrate; Two arc-shaped extension arms are mounted on the second drive assembly; The second drive component is used to drive the two arc-shaped extension arms to swing up and down; An arc-shaped support frame is provided on the base. The two hindwings are symmetrically and movably mounted on the arc-shaped support frame; the two hindwings are symmetrically arranged and movably mounted on the arc-shaped extension arm on the side away from the forewings. The third drive assembly is located at the bottom of the base; the third drive assembly is connected to the two rear wings respectively, so as to drive the two rear wings to slide along the arc-shaped support frame independently.

2. The adjustable rear wing flapping-wing aircraft according to claim 1, characterized in that, The matrix includes: Fixing plate; A U-shaped groove plate is disposed on the surface of the fixed plate; the two forewings are rotatably disposed on one side of the U-shaped groove plate, and the two hindwings are rotatably disposed on the side of the U-shaped groove plate away from the forewings.

3. The adjustable rear wing flapping-wing aircraft according to claim 2, characterized in that, The first driving component includes: The first drive motor is mounted on the U-shaped groove plate; The first driving gear is coaxially mounted on the output shaft of the first drive motor; Two first driven gears are rotatably mounted on the U-shaped groove plate; the two first driven gears mesh with each other, and one of the first driven gears meshes with the first driving gear; Two first eccentric fixed shafts are respectively mounted on the two first driven gears; Two first drive rods, one end of which is rotatably connected to the two first eccentric fixed shafts respectively, and the other end of which is rotatably connected to the two forewings.

4. An adjustable rear wing flapping-wing aircraft according to claim 2, characterized in that, The second driving component includes: The second drive motor is mounted on the U-shaped groove plate; The second drive gear is coaxially mounted on the output shaft of the second drive motor; Two second driven gears are rotatably mounted on the U-shaped groove plate; the two second driven gears mesh with each other, and one of the second driven gears meshes with the second driving gear; Two second eccentric fixed shafts are respectively mounted on the two second driven gears; Two second drive rods, one end of which is rotatably connected to two second eccentric fixed shafts respectively; two arc-shaped extended arms are rotatably connected to the ends of the two second drive rods that are away from the second eccentric fixed shafts respectively; Both hindwings are provided with a movable rod on the side away from the forewing, and a guide hole is provided at the end of the movable rod away from the hindwing. The guide hole cooperates with the arc-shaped extension arm.

5. An adjustable rear wing flapping-wing aircraft according to claim 4, characterized in that, Limiting caps are provided at the opposite ends of both arc-shaped extension arms, and the two limiting caps are arranged at intervals.

6. The adjustable rear wing flapping-wing aircraft according to claim 1, characterized in that, The arc-shaped support frame includes: A support rod is mounted on the base. An arc-shaped fixing rod is provided on the surface of the support rod; The bottom wall of each of the two rear wings is provided with a fixing ring. The two fixing rings are rotatably sleeved on the arc-shaped fixing rod and can slide along the arc direction of the arc-shaped fixing rod.

7. An adjustable rear wing flapping-wing aircraft according to claim 1, characterized in that, The third driving component includes: The first rotating ring is rotatably disposed at the bottom of the substrate; The second rotating ring is rotatably disposed at the bottom of the first rotating ring; Two double-link assemblies, one end of which is rotatably mounted on the outer wall of the first rotating ring and the second rotating ring respectively, and the other end of which is rotatably mounted on the bottom wall of the two rear wings respectively; A driving component is disposed at the bottom of the base; the driving component is connected to the first rotating ring and the second rotating ring respectively, so as to drive the first rotating ring and the second rotating ring to rotate independently.

8. An adjustable rear wing flapping-wing aircraft according to claim 7, characterized in that, The driving component includes: A base plate is disposed at the bottom of the substrate and located within the projection range of the substrate; Two third drive motors are spaced apart on the base plate; Two drive gears are respectively mounted on the output shafts of the two third drive motors; Both the first rotating ring and the second rotating ring have driving teeth on their inner walls, and the two driving gears mesh with the driving teeth on the first rotating ring and the second rotating ring, respectively.

9. An adjustable rear wing flapping-wing aircraft according to claim 7, characterized in that, The base is provided with a first receiving groove at its bottom. The top and bottom walls of the first rotating ring are respectively provided with a second receiving groove and a third receiving groove. The top wall of the second rotating ring is provided with a fourth receiving groove. The first receiving groove and the second receiving groove cooperate with each other to form a first rotating groove. The third receiving groove and the fourth receiving groove cooperate with each other to form a second rotating groove. Ball bearings are provided in both the first rotating groove and the second rotating groove. The outer wall of the second rotating ring is provided with a limiting ring groove, and the outer wall of the substrate is provided with a limiting block, which is slidably disposed in the limiting ring groove.

10. An adjustable rear wing flapping-wing aircraft according to claim 7, characterized in that, It also includes: A transparent cover is located at the bottom of the second rotating ring and is fixed to the base. A binocular sensor, located at the front end of the transparent cover, is used to monitor ambient air pressure and wind speed.

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