A flying machine based on a combined flapping wing

Abstract

The application discloses a kind of based on combination type flapping wing aircraft, to solve the problems such as complex structure, high energy consumption, heavy weight, low transmission efficiency and insufficient stability of flapping wing aircraft in prior art, the application provides a kind of based on combination type flapping wing aircraft, the aircraft includes combination type flapping wing and transmission assembly;The combination type flapping wing contains at least two groups of two-section wings A, B, C, D, each group of two-section wing is mirror image superposition arrangement, and the mirror image symmetry axis of all two-section wings is located in the same plane;The two-section wing is mirror image symmetry structure, which is composed of two frames and a polyester film 3, wherein one frame is composed of carbon fiber rod 1 and carbon fiber plate 2;The application realizes lightweight, efficient synchronous flapping, lift optimization and flight stability improvement by combination type two-section wing and symmetric transmission design.It is suitable for micro air vehicle, bionic robot, unmanned monitoring equipment and aerospace fields.

Description

Technical Field

[0001] This invention belongs to the field of biomimetic aircraft structure design and power transmission technology, specifically relating to an aircraft based on a combined flapping wing. Background Technology

[0002] Inspired by the flapping flight of insects in nature, micro air vehicles (MAVs) have gradually become a research focus in aerospace and biomimetic engineering. Existing representative achievements, such as the DelFly series from Delft University of Technology in the Netherlands and the KU-Beetle-S from Konkuk University in South Korea, have achieved basic flight functions through biplane or monoplane flapping structures, respectively. These aircraft have optimized wingspan, weight, and flapping frequency, demonstrating good maneuverability and energy efficiency. However, their design concepts mainly rely on traditional double-crank-double-rocker structures or high-frequency vibration drive modes, and overall, they still have significant limitations.

[0003] In practical applications, while existing flapping-wing aircraft can achieve a certain degree of lift and stability, they generally face problems such as complex structures, low energy efficiency, and excessive weight. For example, the DelFly Nimble introduced a dual-motor drive to achieve symmetrical flapping, which improved some maneuverability but increased the overall weight and the difficulty of synchronous control, directly affecting endurance. The KU-Beetle-S attempted to simplify the structure with a single-motor drive, but its reliance on high-frequency vibrations to generate lift made material reliability and structural durability issues even more prominent.

[0004] Furthermore, the transmission systems of most existing micro flapping-wing aircraft are based on slider-crank or cam-spring mechanisms. These structures inevitably lead to high frictional losses, require strict machining precision, and are prone to efficiency decline due to wear during long-term operation. Especially when low-frequency, large-amplitude flapping is required for extended periods, the inefficiency and limited lifespan of these drive mechanisms become more pronounced, severely restricting their application in complex environments.

[0005] In summary, existing technologies have not yet achieved breakthroughs in lightweighting, multi-segmentation, and drive reliability for flapping-wing aircraft. How to reduce the complexity and energy consumption of the transmission structure while ensuring the aerodynamic performance of the wing surface, and improve the overall structural flexibility and mechanical reliability, has become a critical issue that urgently needs to be addressed. This is precisely the starting point for this invention's proposed combined flapping wing and innovative transmission structure design. Summary of the Invention

[0006] To address the problems of complex structure, high energy consumption, large weight, low transmission efficiency, and insufficient stability in existing flapping-wing aircraft, this invention proposes the following solution: An aircraft based on a combined flapping wing, the aircraft comprising a combined flapping wing and a transmission assembly; The combined flapping wing includes at least two sets of two-segment wings A, B, C, and D, with each set of two-segment wings being mirror-overlapped, and the mirror symmetry axes of all two-segment wings located in the same plane. The two-section wing has a mirror-symmetric structure, consisting of two frames and a polyester film 3, one of which is composed of a carbon fiber rod 1 and a carbon fiber plate 2. The combined flapping wings are symmetrically arranged on both sides of the transmission assembly; The transmission assembly includes two transmission units, which are mirror-symmetric structures and are used to drive a set of two-segment wings. Each transmission unit includes a gear set, two gear rods 5 and two rocker arms 4. The rocker arm 4 is composed of an active arm 41 and a passive arm 42, which together form a V-shaped structure. The active arm 41 is provided with a drive shaft 44; the passive arm 42 is provided with a limiting groove 43; and the rocker arm 4 has a fixing hole 45 at its center of gravity. The two rocker arms 4 are fixed coaxially with a gap between them; the active arm 41 of one rocker arm 4 is fixedly connected to a carbon fiber rod 1 of one wing A in a set of two-section wings, and the passive arm 42 of the rocker arm 4 is fixedly connected to a carbon fiber rod 1 of the other wing B in the set of two-section wings. The gear set includes a driving gear 6 and two driven gears 7. The two driven gears 7 are meshed together. The driving gear 6 is meshed with one of the driven gears 7. The two driven gears 7 rotate synchronously in opposite directions under the drive of the driving gear 6. Each driven wheel 7 is provided with a linkage shaft 71; One of the driven wheels 7 has a linkage shaft 71 connected to one end of a gear rod 5, and the other end of the gear rod 5 is hinged to a drive shaft 44 of a rocker arm 4. The linkage shaft 71 on another driven wheel 7 is connected to one end of another gear rod 5, and the other end of the gear rod 5 is hinged to the drive shaft 44 of another rocker arm 4; The active arm 41 of the rocker arm 4 reciprocates linearly under the drive of the gear rod 5; When one of the gear rods 5 drives the active arm 41 of a rocker arm 4 to a position away from the active wheel 6, the other gear rod 5 is engaged in the limiting groove 43 of the other rocker arm 4. Furthermore, the aircraft also includes a drive assembly, which includes two drive motors 9, which drive the drive wheels 6 of the two transmission units to rotate synchronously in opposite directions.

[0007] Furthermore, the aircraft also includes stabilization components for maintaining the stability of the aircraft in a static state.

[0008] Furthermore, the aircraft also includes a main frame 8, which is a frame structure used to support the drive assembly, transmission assembly, and stabilization assembly; A main support rod 81 is provided at the bottom of the main frame 8, and a stabilizing component is fixed at the bottom of the main support rod 81.

[0009] Furthermore, the driven wheel 7 is a gear with forty teeth.

[0010] Furthermore, the included angle between the active arm 41 and the passive arm 42 of the rocker arm 4 is 135 to 150 degrees.

[0011] Furthermore, the travel distance of the reciprocating linear motion of the active arm 41 is 20 to 35 millimeters.

[0012] Furthermore, the driving wheel 6 is a 9:40 gear set, including a nine-tooth gear 61 and a forty-tooth gear 62, the two gears being coaxially fixedly connected or forming an integral structure.

[0013] Furthermore, the distance between the drive shafts of the drive wheels 6 of the two transmission units is 12 to 18 millimeters.

[0014] Furthermore, the stabilizing component consists of a horizontal stabilizer 10 and a vertical stabilizer 11.

[0015] Compared with the prior art, the present invention has the following beneficial effects: 1. The present invention discloses an aircraft based on a combined flapping wing, which, through the adoption of a two-section wing structure and the introduction of a combination of carbon fiber rods and carbon fiber plates into the frame, effectively reduces weight while ensuring overall strength. Compared with existing single integral flapping wings, this structure is more rational in terms of material matching and stress distribution, significantly improving the flexible deformation capability of the wing surface, making the flapping process closer to the natural movement characteristics of insect wings, thereby achieving higher aerodynamic efficiency and maneuverability.

[0016] 2. The present invention discloses an aircraft based on a combined flapping wing, which achieves synchronous drive of both flapping wings by introducing symmetrically arranged gear sets and linked rocker arm structures in the transmission assembly. Compared with traditional double-crank or slider-crank mechanisms, this scheme significantly reduces frictional losses and manufacturing precision requirements in the transmission process. The two rocker arms achieve coordinated movement through limiting grooves, avoiding flapping imbalance caused by asynchrony, thereby improving the stability and durability of the mechanism while ensuring symmetrical flapping.

[0017] 3. The aircraft based on a combined flapping wing described in this invention employs a mirror-symmetrical arrangement in the combination of the combined flapping wing and the transmission components, enabling multiple two-section wings to collaboratively generate lift. Unlike existing single-wing flapping methods that rely on high-frequency vibrations to generate lift, this solution maintains efficient aerodynamic response even under low-frequency, high-amplitude flapping. This not only reduces propulsion energy consumption but also extends structural lifespan, allowing the aircraft to maintain stable flight for longer periods and in more complex environments.

[0018] 4. The combined flapping-wing aircraft described in this invention employs dual motors independently driving two sets of transmission units in the drive assembly, enabling the drive wheels to rotate synchronously in opposite directions. Compared to a single-motor high-frequency drive structure, this solution avoids structural fatigue problems caused by high-frequency vibrations while improving the controllability of flapping wing motion. Through the division of labor and cooperation between the two motors, the load on individual motors is reduced, and energy utilization efficiency is optimized, thereby effectively improving endurance and flight stability while ensuring flapping amplitude.

[0019] 5. The aircraft based on a combined flapping wing described in this invention features a V-shaped angle between the active and passive arms in the rocker arm structure, with its range reasonably limited, resulting in smoother force transmission during flapping. Combined with the constraint effect of the limiting groove, precise motion switching can be achieved at different flapping stages, avoiding motion impact and energy loss caused by unreasonable angles. Compared with existing transmission components requiring high precision machining, this design not only reduces machining difficulty and assembly costs but also improves long-term operational stability.

[0020] 6. The present invention discloses a combined flapping-wing aircraft, which proposes a combined design of a lightweight frame structure and a bottom support rod in the main frame and stabilization components. This structure ensures overall rigidity while maintaining good balance performance in both static and dynamic states, avoiding flight yaw or instability caused by structural offset. Compared with existing flapping-wing aircraft lacking dedicated stabilization devices, this solution has significant advantages in ensuring flight safety and controllability.

[0021] This invention features lightweight structure, high drive efficiency, reliable connection and strong stability. It can reduce energy consumption and extend service life while ensuring flapping wing symmetry and aerodynamic performance. It is applicable to micro aircraft, bionic robots, unmanned monitoring equipment and aerospace fields. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the two-section wing structure of the aircraft described in the embodiment. The reference numerals are: carbon fiber rod 1, carbon fiber plate 2, and polyester film 3. Figure 2This is a top view of the transmission structure of the aircraft described in the embodiment. The reference numerals are: rocker arm 4, gear rod 5, driving wheel 6, driven wheel 7, and linkage shaft 71. Figure 3 This is a schematic diagram of the rocker arm described in the embodiment. The reference numerals are: active arm 41, passive arm 42, limiting groove 43, drive shaft 44, and fixing hole 45. Figure 4 This is a schematic diagram of the drive wheel in the embodiment, with reference numerals: nine-tooth gear 61 and forty-tooth gear 62; Figure 5 This is a front view of the transmission structure of the aircraft described in the embodiment. Reference numerals: main frame 8, drive motor 9; Figure 6 This is a schematic diagram of the main frame described in the embodiment, with reference numeral: main support rod 81; Figure 7 This is a schematic diagram of the overall structure of the aircraft described in the implementation method. The reference numerals are: two sets of two-section wings A, B, C, and D. Figure 8 This is a diagram showing the relationship between the frequency and angle of attack of the two-section wing in the aircraft described in the implementation method; Figure 9 These are lift and drag curves obtained by ANSYS Fluent simulation of the aircraft described in the implementation method. Figure 10 This is a diagram showing the relationship between the lift coefficient and the sway amplitude of the two-section wing in the aircraft described in the implementation method. Figure 11 This is a schematic diagram of the double-crank double-rocker mechanism of the aircraft described in the embodiment. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] Implementation Method 1 An aircraft based on a combined flapping wing, the aircraft comprising a combined flapping wing and a transmission assembly; The combined flapping wing includes at least two sets of two-segment wings A, B, C, and D, with each set of two-segment wings being mirror-overlapped, and the mirror symmetry axes of all two-segment wings located in the same plane. The two-section wing has a mirror-symmetric structure, consisting of two frames and a polyester film 3, one of which is composed of a carbon fiber rod 1 and a carbon fiber plate 2. The combined flapping wings are symmetrically arranged on both sides of the transmission assembly; The transmission assembly includes two transmission units, which are mirror-symmetric structures and are used to drive a set of two-segment wings. Each transmission unit includes a gear set, two gear rods 5 and two rocker arms 4. The rocker arm 4 is composed of an active arm 41 and a passive arm 42, which together form a V-shaped structure. The active arm 41 is provided with a drive shaft 44; the passive arm 42 is provided with a limiting groove 43; and the rocker arm 4 has a fixing hole 45 at its center of gravity. The two rocker arms 4 are fixed coaxially with a gap between them; the active arm 41 of one rocker arm 4 is fixedly connected to a carbon fiber rod 1 of one wing A in a set of two-section wings, and the passive arm 42 of the rocker arm 4 is fixedly connected to a carbon fiber rod 1 of the other wing B in the set of two-section wings. The gear set includes a driving gear 6 and two driven gears 7. The two driven gears 7 are meshed together. The driving gear 6 is meshed with one of the driven gears 7. The two driven gears 7 rotate synchronously in opposite directions under the drive of the driving gear 6. Each driven wheel 7 is provided with a linkage shaft 71; One of the driven wheels 7 has a linkage shaft 71 connected to one end of a gear rod 5, and the other end of the gear rod 5 is hinged to a drive shaft 44 of a rocker arm 4. The linkage shaft 71 on another driven wheel 7 is connected to one end of another gear rod 5, and the other end of the gear rod 5 is hinged to the drive shaft 44 of another rocker arm 4; The active arm 41 of the rocker arm 4 reciprocates linearly under the drive of the gear rod 5; When one of the gear rods 5 drives the active arm 41 of a rocker arm 4 to a position away from the active wheel 6, the other gear rod 5 is engaged in the limiting groove 43 of the other rocker arm 4. This invention achieves coordinated flapping wing operation through the design of a combined flapping wing and transmission assembly, significantly improving the flight efficiency of the flapping wings. The combined flapping wings employ a mirror-stacked configuration, a structural design that allows the wings to coordinate with each other during flapping, reducing unnecessary energy loss and generating greater lift. The transmission assembly design, particularly the two mirror-symmetrical transmission units, enables each of the two sets of two-section wings to drive independently, ensuring synchronicity and balance during flapping, thereby improving the stability and controllability of the aircraft.

[0025] Furthermore, the aircraft also includes a drive assembly, which includes two drive motors 9, which drive the drive wheels 6 of the two transmission units to rotate synchronously in opposite directions.

[0026] The aircraft also includes a drive assembly containing two drive motors. These two motors drive the drive wheels of two transmission units to rotate synchronously in opposite directions. This design makes the aircraft's power output more stable. The drive motors provide sufficient power to ensure the efficient operation of the transmission assembly. Through synchronous counter-rotation, the torques generated by the two transmission units can cancel each other out, effectively reducing the torque reaction force during flight and greatly improving the aircraft's balance and attitude control capabilities. This is achieved through the invention team's meticulous design of the power input method of the transmission system, which optimizes torque balance.

[0027] Furthermore, the aircraft also includes stabilization components for maintaining the stability of the aircraft in a static state.

[0028] The aircraft also includes a stabilization assembly to maintain its stability in a static state. This assembly is designed to provide the necessary support for the aircraft during takeoff, landing, or hovering. This stable structure prevents the aircraft from tipping over, protects its core components from damage, and simplifies maintenance and preparation work for operators on the ground.

[0029] Furthermore, the aircraft also includes a main frame 8, which is a frame structure used to support the drive assembly, transmission assembly, and stabilization assembly; A main support rod 81 is provided at the bottom of the main frame 8, and a stabilizing component is fixed at the bottom of the main support rod 81.

[0030] The aircraft also includes a main frame, a framework structure that supports the drive, transmission, and stabilization components. The main frame forms the skeleton of the entire aircraft, providing a robust mounting platform. This frame structure design allows for the compact and stable integration of the various functional components, optimizing the overall layout and weight distribution of the aircraft and laying the foundation for modular design. The main support rod at the bottom of the main frame, which is fixedly connected to the stabilization components, further enhances the aircraft's stability on the ground.

[0031] Furthermore, the driven wheel 7 is a gear with forty teeth.

[0032] The driven wheel 7 is a forty-tooth gear. This gear was chosen after repeated calculations and tests by the invention team to achieve the optimal transmission ratio and stroke in conjunction with the driving wheel and gear shaft. The forty-tooth driven wheel ensures that the flapping wing receives sufficient driving force and speed during movement, achieving an optimal balance between flapping frequency and amplitude, thereby maximizing lift and propulsion.

[0033] Furthermore, the included angle between the active arm 41 and the passive arm 42 of the rocker arm 4 is 135 to 150 degrees.

[0034] The angle between the active arm 41 and the passive arm 42 of the rocker arm 4 is 135 to 150 degrees. This angle of the V-shaped structure is the optimal range that the invention team finally selected after a large number of experiments and dynamic simulations. This angle range ensures that the active arm 41 can transmit the driving force to the flapping fins most effectively during reciprocating linear motion, so that the flapping trajectory and amplitude of the flapping fins reach the optimal state, thereby generating the maximum aerodynamic efficiency.

[0035] Furthermore, the travel distance of the reciprocating linear motion of the active arm 41 is 20 to 35 millimeters.

[0036] The travel distance of the active arm 41 in its reciprocating linear motion is 20 to 35 millimeters. This travel distance directly affects the flapping amplitude of the flapping wing. This range is set based on a comprehensive consideration of the aircraft's size, weight, and expected flight performance. A suitable travel distance ensures that the flapping wing generates sufficient lift during flapping, while avoiding airflow turbulence and energy waste caused by excessive flapping amplitude. This is a key design parameter that has been precisely calculated and experimentally verified.

[0037] Furthermore, the driving wheel 6 is a 9:40 gear set, including a nine-tooth gear 61 and a forty-tooth gear 62, the two gears being coaxially fixedly connected or forming an integral structure.

[0038] The drive wheel 6 is a 9:40 gear set. In this gear set, the nine-tooth and forty-tooth gears are coaxially fixed or integrated. This gear ratio is the result of careful design by the invention team, determining the relationship between the drive motor speed and the flapping wing frequency. This gear ratio allows the flapping wing to achieve a higher flapping frequency at a lower motor speed, thereby improving energy efficiency and endurance. Simultaneously, this gear ratio effectively reduces the torque requirements of the drive motor, allowing for the use of smaller, lighter motors, thus reducing the overall weight of the aircraft. This is a testament to the invention team's creative work in balancing power performance and energy efficiency through optimizing the gear ratio.

[0039] Furthermore, the distance between the drive shafts of the drive wheels 6 of the two transmission units is 12 to 18 millimeters.

[0040] The distance between the drive shafts of the drive wheels 6 of the two transmission units is 12 to 18 millimeters. This distance is crucial, directly affecting the gear meshing and overall layout of the two transmission units. By controlling this distance, it is ensured that the two transmission units operate smoothly and precisely when rotating synchronously in opposite directions, preventing gear jamming or disengagement. This compact distance design makes the entire transmission system more integrated and lightweight, reducing the size and weight of the aircraft.

[0041] Furthermore, the stabilizing component consists of a horizontal stabilizer 10 and a vertical stabilizer 11.

[0042] The stabilization assembly consists of a horizontal stabilizer 10 and a vertical stabilizer 11. This dual-stabilizer design provides all-around stability for the aircraft. The horizontal stabilizer effectively prevents the aircraft from swaying in the horizontal direction, while the vertical stabilizer helps maintain the aircraft's heading. The synergistic effect of the two stabilizers makes the aircraft more stable in a static state, facilitating takeoff and landing operations.

[0043] Implementation Method 2 This embodiment combines the technical solutions described in the foregoing embodiments, and, in conjunction with actual application scenarios and the usage process of computer program products that implement the method of this invention, further verifies and explains the technical effects of this invention through specific examples.

[0044] like Figures 1 to 7 As shown, an aircraft based on a combined flapping wing includes a combined flapping wing and a transmission assembly. The combined flapping wing includes at least two sets of two-segment wings A, B, C, and D, with each set of two-segment wings being mirror-overlapped, and the mirror symmetry axes of all two-segment wings located in the same plane. The two-section wing has a mirror-symmetric structure, consisting of two frames and a polyester film 3, one of which is composed of a carbon fiber rod 1 and a carbon fiber plate 2. The combined flapping wings are symmetrically arranged on both sides of the transmission assembly; The transmission assembly includes two transmission units, which are mirror-symmetric structures and are used to drive a set of two-segment wings. Each transmission unit includes a gear set, two gear rods 5 and two rocker arms 4. The rocker arm 4 is composed of an active arm 41 and a passive arm 42, which together form a V-shaped structure. The active arm 41 is provided with a drive shaft 44; the passive arm 42 is provided with a limiting groove 43; and the rocker arm 4 has a fixing hole 45 at its center of gravity. The two rocker arms 4 are fixed coaxially with a gap between them; the active arm 41 of one rocker arm 4 is fixedly connected to a carbon fiber rod 1 of one wing A in a set of two-section wings, and the passive arm 42 of the rocker arm 4 is fixedly connected to a carbon fiber rod 1 of the other wing B in the set of two-section wings. The gear set includes a driving gear 6 and two driven gears 7. The two driven gears 7 are meshed together. The driving gear 6 is meshed with one of the driven gears 7. The two driven gears 7 rotate synchronously in opposite directions under the drive of the driving gear 6. Each driven wheel 7 is provided with a linkage shaft 71; One of the driven wheels 7 has a linkage shaft 71 connected to one end of a gear rod 5, and the other end of the gear rod 5 is hinged to a drive shaft 44 of a rocker arm 4. The linkage shaft 71 on another driven wheel 7 is connected to one end of another gear rod 5, and the other end of the gear rod 5 is hinged to the drive shaft 44 of another rocker arm 4; The active arm 41 of the rocker arm 4 reciprocates linearly under the drive of the gear rod 5; When one of the gear rods 5 drives the active arm 41 of a rocker arm 4 to a position away from the active wheel 6, the other gear rod 5 is engaged in the limiting groove 43 of the other rocker arm 4. Furthermore, the aircraft also includes a drive assembly, which includes two drive motors 9, which drive the drive wheels 6 of the two transmission units to rotate synchronously in opposite directions.

[0045] Furthermore, the aircraft also includes stabilization components for maintaining the stability of the aircraft in a static state.

[0046] Furthermore, the aircraft also includes a main frame 8, which is a frame structure used to support the drive assembly, transmission assembly, and stabilization assembly; A main support rod 81 is provided at the bottom of the main frame 8, and a stabilizing component is fixed at the bottom of the main support rod 81.

[0047] Preferably, this embodiment uses two sets of two-segment wings, each wing comprising two segments, for a total of eight segments. To significantly improve aerodynamic efficiency, each segment employs optimized geometry and material properties to maximize lift and minimize weight, ensuring structural durability and superior aerodynamic performance. The segments possess coordinated kinematic characteristics that mimic the "flapping-opening" mechanism of insect wings in nature.

[0048] Preferably, each wing segment is aerodynamically optimized to achieve efficient airflow and lift generation.

[0049] Preferably, the flapping wing described in this embodiment is made of ultra-lightweight material to maintain structural integrity while minimizing weight.

[0050] Preferably, the geometry and segmentation of the airfoil were designed and optimized using computational fluid dynamics (CFD) simulations (ANSYS Fluent), analyzing velocity, pressure contours, and lift-to-drag ratio. Each airfoil segment generates approximately 0.033 Newtons of lift, and the eight airfoils generate a total of approximately 0.264 Newtons of lift.

[0051] Furthermore, the drive wheel 6 is a 9:40 gear set, comprising a nine-tooth gear 61 and a forty-tooth gear 62.

[0052] Furthermore, the driven wheel 7 is a gear with forty teeth.

[0053] Preferably, in this embodiment, the distance between the two driven wheels 7 arranged in a mirror image is 3 mm; Furthermore, the included angle between the active arm 41 and the passive arm 42 of the rocker arm 4 is 135 to 150 degrees.

[0054] Preferably, in this embodiment, the included angle between the active arm 41 and the passive arm 42 of the rocker arm 4 is 135 degrees; Furthermore, the travel distance of the reciprocating linear motion of the active arm 41 is 20 to 35 millimeters.

[0055] Preferably, in this embodiment, the travel distance of the active arm 41 in reciprocating linear motion is 25 mm; Furthermore, the distance between the drive shafts of the drive wheels 6 of the two transmission units is 12 to 18 millimeters.

[0056] Preferably, in this embodiment, the distance between the drive shafts of the drive wheels 6 of the two transmission units is 13 mm; Furthermore, the stabilizing component consists of a horizontal stabilizer 10 and a vertical stabilizer 11.

[0057] Furthermore, each flapping wing also includes at least two pairs of carbon fiber plates 2 and polyester film 3.

[0058] Furthermore, the carbon fiber plate 2 has a width of 2 mm and a thickness of 0.2 mm.

[0059] Furthermore, the thickness of the polyester film 3 is 0.125 mm.

[0060] like Figure 8 As shown in the figure, the horizontal axis Flapping Frequency represents the flapping frequency, and the vertical axis Max Angle of Attack represents the maximum angle of attack. It can be seen from the figure that as the flapping frequency increases, the wing generates a larger angle of attack, which is consistent with the biomimetic flight principle: at a higher flapping frequency, the wing surface swing speed increases, the angle of attack increases, and thus generates higher lift.

[0061] This verifies that the multi-segment flexible connection design in this invention enables the flapping wing to maintain a large angle of attack during high-frequency motion, which helps to improve lift efficiency.

[0062] like Figure 9 As shown in the figure, the horizontal axis Angle of Attack represents the angle of attack, the blue curve on the vertical axis represents lift, and the red curve on the vertical axis represents drag. It can be seen from the figure that within the angle of attack range, the lift response is good and the increase is gradual, indicating that the flapping wing can maintain stable lift at various angles of attack.

[0063] At low angle of attack At this time, the drag is extremely low, which is especially advantageous for low-speed flight.

[0064] By combining the polyester film airfoil and multi-segment connection of the present invention, it is possible to adapt to the aerodynamic load distribution under different angles of attack, reduce drag, and improve efficiency.

[0065] This stands in stark contrast to the technical pain points of existing technologies, such as "excessive structural rigidity leading to large lift fluctuations and excessive drag."

[0066] like Figure 10 As shown in the figure, the horizontal axis Angle of Attack represents the angle of attack, and the vertical axis Lif Coefcient represents the lift coefficient, reflecting the lift potential of the flapping wing under different angle of attack conditions. This demonstrates that the combined flapping wing design described in this embodiment can continuously generate positive lift over a large angle of attack range. Because this invention combines a carbon fiber frame with a flexible membrane material and uses multiple hinges to enable the wing surface to flexibly deform with the angle of attack, it improves the lift efficiency in the large angle of attack range, which is beneficial for simulating the "flapping-opening" biomimetic lift mechanism.

[0067] Preferably, the aircraft of the present invention has four pairs of wings (eight wing segments in total) and two DC motors: Preferably, the aircraft of the present invention has a gear and flapping wing mechanism, which is based on a double-crank double-rocker mechanism. The present invention uses only two motors, rather than four motors, to independently control the wing section. The torques of the two motors are connected through a gear train to synchronously and symmetrically rotate the two cranks. This method avoids the complex control and heavy weight of a four-motor system, achieving efficient symmetrical flapping wing motion with only two motors, while significantly reducing the overall weight of the aircraft.

[0068] Preferred, such as Figure 11 As shown, the aircraft described in this invention achieves a flapping angle of ±20.5°. The length parameters of each crank and rocker in the transmission mechanism are the result of repeated theoretical analysis, numerical simulation, and experimental testing by the inventors. Through in-depth research on the kinematics of the mechanism and multiple rounds of optimization, the following parameters were finally determined: rack distance It is 13.5mm.

[0069] crank length It is 3mm. Linkage length It is 12mm. Joystick length It is 8mm. These dimensions not only ensure that the movement range and transmission efficiency of the mechanism are optimally balanced, but also effectively improve the stability and dynamic response performance of the aircraft, demonstrating the innovation and fine control capabilities of this invention in mechanical structure design.

[0070] Preferably, the aircraft of the present invention uses ultra-lightweight materials, and the total weight of the entire aircraft is 20 grams, so as to maintain structural integrity while minimizing weight.

[0071] This implementation employs a gear-connected dual-motor, dual-crank, and dual-rocker mechanism to drive four pairs of wings. Compared to systems requiring multiple independent motors to control each wing pair separately, this design significantly reduces the aircraft's weight and structural complexity. This architecture effectively overcomes the high friction problem of slider-crank mechanisms, as well as the manufacturing difficulties and wear-prone defects of cam-spring systems. Simultaneously, the symmetrical arrangement of the rocker arms and wing pairs generates natural balancing torques, fundamentally enhancing the aircraft's dynamic stability and improving the overall stability of the microstructure.

[0072] This implementation features a unique quadcopter structure that enhances aerodynamic lift and maneuverability. The wings are evenly distributed around the center of gravity, similar to traditional quadcopter drones, improving hovering stability. The design also supports a biomimetic "flapping-opening" mechanism, effectively increasing lift. Compared to designs like the KU Beetle-S, which employ a large flapping angle of approximately 190 degrees, this invention's approximately 41-degree flapping angle significantly reduces the peak torque requirement of the drive system, improving efficiency.

[0073] Furthermore, this embodiment simplifies the control system by employing an ATtiny85 microcontroller, dual H-bridge drivers, and MOSFET drivers, achieving efficient and stable flight control. It eliminates the need for complex autopilots or additional servo motors, resulting in a simpler control system structure. For example, roll axis control is achieved simply by adjusting the speeds of two motors, ensuring efficient system response and good maneuverability. The above detailed description of the technical solution provided by this invention through several specific embodiments is intended to highlight its advantages and benefits. However, the above-described specific embodiments are not intended to limit the scope of protection of this invention. Any reasonable modifications and improvements to this invention, recombination of embodiments, and equivalent substitutions based on the spirit and principles of this invention should be included within the scope of protection of this invention.

[0074] Those skilled in the art will understand that the above description is merely a preferred embodiment of the present invention, and the features described in the various embodiments and / or claims disclosed in the present invention can be combined or combined in various ways, even if such combinations or combinations are not explicitly described in the disclosure of the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle scope of the present invention should be considered to fall within the protection scope of the present invention.

[0075] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention. Clearly, those skilled in the art can make various alterations and modifications to the invention without departing from its spirit and scope. Thus, if these modifications and modifications of the invention fall within the scope of the claims and their equivalents, the invention is also intended to include these modifications and modifications.

Claims

1. An aircraft based on a combined flapping wing, characterized in that, The aircraft includes a combined flapping wing and a transmission assembly; The combined flapping wing includes at least two sets of two-segment wings (A, B, C, D), with each set of two-segment wings mirror-overlapping, and the mirror symmetry axes of all two-segment wings located in the same plane; The two-section wing is a mirror-symmetric structure, consisting of two frames and a polyester film (3), one of which is composed of a carbon fiber rod (1) and a carbon fiber plate (2); The combined flapping wings are symmetrically arranged on both sides of the transmission assembly; The transmission assembly includes two transmission units, which are mirror-symmetric structures and are used to drive a set of two-segment wings. Each transmission unit includes a gear set, two gear rods (5) and two rocker arms (4). The rocker arm (4) is composed of an active arm (41) and a passive arm (42), which together form a V-shaped structure. The active arm (41) is provided with a drive shaft (44); the passive arm (42) is provided with a limiting groove (43); and a fixing hole (45) is provided at the center of gravity of the rocker arm (4). The fixing holes (45) of the two rocker arms (4) are fixed coaxially, and there is a gap between them; the active arm (41) of one rocker arm (4) is fixedly connected to a carbon fiber rod (1) of one wing (A) of a set of two-section wings, and the passive arm (42) of the rocker arm (4) is fixedly connected to a carbon fiber rod (1) of the other wing (B) of the set of two-section wings. The gear set includes a driving gear (6) and two driven gears (7). The two driven gears (7) are meshed together. The driving gear (6) is meshed with one of the driven gears (7). The two driven gears (7) rotate synchronously in opposite directions under the drive of the driving gear (6). Each driven wheel (7) is provided with a linkage shaft (71); One of the driven wheels (7) has a linkage shaft (71) connected to one end of a gear rod (5), and the other end of the gear rod (5) is hinged to the drive shaft (44) of a rocker arm (4); The linkage shaft (71) on another driven wheel (7) is connected to one end of another gear rod (5), and the other end of the gear rod (5) is hinged to the drive shaft (44) of another rocker arm (4); The active arm (41) of the rocker arm (4) reciprocates linearly under the drive of the gear rod (5); While one gear rod (5) drives the active arm (41) of a rocker arm (4) to a position away from the active wheel (6), the other gear rod (5) is engaged in the limiting groove (43) of the other rocker arm (4).

2. The aircraft according to claim 1, characterized in that, The aircraft also includes a drive assembly, which includes two drive motors (9), which drive the drive wheels (6) of the two transmission units to rotate synchronously in opposite directions.

3. The aircraft according to claim 2, characterized in that, The aircraft also includes stabilization components for maintaining the stability of the aircraft in a static state.

4. The aircraft according to claim 3, characterized in that, The aircraft also includes a main frame (8), which is a frame structure used to support the drive assembly, transmission assembly and stabilization assembly; A main support rod (81) is provided at the bottom of the main frame (8), and a stabilizing component is fixed at the bottom of the main support rod (81).

5. The aircraft according to claim 1, characterized in that, The driven wheel (7) is a 40-tooth gear.

6. The aircraft according to claim 1, characterized in that, The angle between the active arm (41) and the passive arm (42) of the rocker arm (4) is 135 to 150 degrees.

7. The aircraft according to claim 1, characterized in that, The travel distance of the reciprocating linear motion of the active arm (41) is 20 to 35 millimeters.

8. The aircraft according to claim 2, characterized in that, The drive wheel (6) is a 9:40 gear set, including a nine-tooth gear (61) and a forty-tooth gear (62), the two gears (40) being coaxially fixedly connected or being an integral structure.

9. The aircraft according to claim 2, characterized in that, The distance between the drive shafts of the drive wheels (6) of the two drive units is 12 to 18 mm.

10. The aircraft according to claim 3, characterized in that, The stabilizing component consists of a horizontal stabilizer (10) and a vertical stabilizer (11).

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