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

Abstract

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

Description

TECHNICAL FIELD

[0001] The utility model relates to flapping wing aircraft technical field, concretely is a kind of variable angle of attack double section flapping wing aircraft. BACKGROUND

[0002] Flapping wing aircraft is a kind of aircraft that imitates the flight mode of birds and insects in nature, which generates lift and thrust through the periodic flapping of wings, so as to realize flight. Compared with traditional fixed-wing and rotary-wing aircraft, flapping wing aircraft has unique advantages, such as low noise, high mobility and low energy consumption, etc. Therefore, it has wide application prospects in the fields of military reconnaissance, environmental monitoring and disaster rescue.

[0003] According to the different ways of generating aerodynamic force, the existing aircraft mainly includes fixed-wing aircraft, rotary-wing aircraft and flapping wing aircraft. The bionic flapping wing aircraft generates lift to overcome gravity and thrust to realize flight movement through the periodic flapping of wings, so that the spatial demand of the aircraft for take-off and landing site is greatly reduced. On the other hand, the flapping wing mode can quickly change the flight attitude of the aircraft, flexibly avoid obstacles, and greatly improve the mobility of flight.

[0004] The existing flapping wing aircraft is mainly divided into single section flapping wing and multi-section flapping wing. Single section flapping wing aircraft has simple structure, but its aerodynamic efficiency is low, and it is difficult to realize complex flight action. Multi-section flapping wing aircraft can better simulate the flight mode of natural organisms by increasing the number of wings, improve the aerodynamic efficiency and flight stability. However, the existing multi-section flapping wing aircraft still has deficiencies in angle of attack adjustment, which limits its adaptability in complex environment. SUMMARY

[0005] The utility model aims at providing a kind of variable angle of attack double section flapping wing aircraft to solve the problems raised in the above background.

[0006] The purpose of the utility model can be realized by the following technical solutions:

[0007] A kind of variable angle of attack double section flapping wing aircraft, the aircraft includes fuselage, power source and drive system, double section wing flapping system left wing, double section wing flapping system right wing, angle of attack adjustment drive system and tail wing adjustment drive system;

[0008] The fuselage is used for supporting and fixing other functional modules, the power source and the driving system are installed on the fuselage and used for providing power for flapping wings, the left wing and the right wing of the double-section wing flapping system are installed on the power source and the driving system and used for realizing the coordinated flapping of the inner wing and the outer wing, the attack angle adjusting driving system is used for adjusting the attack angle of the double-section wing and optimizing the lift and drag distribution of the aircraft, and the tail adjusting driving system is used for controlling the pitch and roll angles of the tail and realizing the accurate regulation and control of the flight attitude.

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

[0010] Preferably, the power source and the driving system comprise a driving motor, a first driving system frame plate, a second driving system frame plate, a top fixing plate, a bottom fixing plate, an attack angle adjusting rotating shaft and a bearing, a motor output gear A, a gear B, a gear C, a gear D, a gear E, a gear shaft, a left wing output gear shaft and a right wing output gear shaft.

[0011] The first driving system frame plate and the second driving system frame plate are fixedly and connected in parallel through the top fixing plate and the bottom fixing plate.

[0012] Preferably, the driving motor is fixedly installed on the second driving system frame plate, and an output end of the driving motor is fixedly connected with the motor output gear A.

[0013] The gear shaft, the left wing output gear shaft and the right wing output gear shaft are rotatably connected between the first driving system frame plate and the second driving system frame plate, the gear B and the gear C are fixedly connected on the gear shaft, and the gear B is engaged with the motor output gear A.

[0014] The gear E and the gear D are fixed on the right wing output gear shaft and the left wing output gear shaft respectively, the gear E and the gear D are located on two sides of the gear C respectively and engaged with the gear C.

[0015] Preferably, the double-section wing flapping system left wing comprises a left wing crank, a left wing crank connecting rod, a left inner wing rocker A, a left outer wing rocker B, a left outer wing rocker C, a left inner wing rotating shaft, a left inner wing rib plate, a left inner and outer wing rotating shaft, a left inner wing wing support rod, a left outer wing wing support rod, a left outer wing rib plate and an outer wing stabilizing piece.

[0016] Wherein, the left wing output gear shaft extends to the outside of the first driving system frame plate, and is fixedly connected with the left wing crank of the double-section wing flapping system, one end of the left wing crank is rotatably connected with the left wing crank connecting rod, the top of the first driving system frame plate and the second driving system frame plate is inclinedly extended to form a fixed portion, a left inner wing rotating shaft is rotatably connected between the fixed portions of the first driving system frame plate and the second driving system frame plate, one end of the left wing crank connecting rod is rotatably connected with the left inner wing rotating shaft, and the two ends of the left inner wing rotating shaft are rotatably connected with a rocker A and a left inner wing rib plate respectively.

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

[0018] The left inner wing rib plate and the rocker A are inserted between the left inner wing rib plate and the rocker A, the left outer wing rib plate and the rocker C are inserted between the left outer wing rib plate and the rocker C, and the outer wing stabilizer is made of light and thin plastic hollow material, is fixedly connected at the left outer wing end, and is used for ensuring that the wing is gradually unfolded when flapping downward and is gradually folded when flapping upward.

[0019] Preferably, the attack angle adjusting driving system comprises an attack angle adjusting rudder, a first rudder rocker, a first connecting rod and a joint bearing, one end of the joint bearing is fixedly connected to the first driving system frame plate by using a screw, the other end is rotatably connected with the first connecting rod, the attack angle adjusting rudder is installed between the first fuselage frame plate and the second fuselage frame plate, the output end of the attack angle adjusting rudder is fixedly connected with the first rudder rocker, and one end of the first rudder rocker is rotatably connected with the first connecting rod.

[0020] Preferably, the tail wing adjusting driving system comprises a tail wing pitching rudder, a second rudder rocker, a second connecting rod, a tail wing pitching rocker, a tail wing pitching rotating shaft, a tail wing rolling rudder, a tail wing rolling rudder fixed support, a rudder dish and a tail wing.

[0021] Preferably, the tail wing pitching rudder is installed between the first fuselage frame plate and the second fuselage frame plate, the output end of the tail wing pitching rudder is fixedly connected with the second rudder rocker, the first fuselage frame plate and the second fuselage frame plate are fixedly connected with the tail wing pitching rotating shaft, the tail wing pitching rotating shaft is rotatably connected with the tail wing pitching rocker, and one end of the tail wing pitching rocker is rotatably connected with the second connecting rod.

[0022] Preferably, one end of the tail wing pitching rocker is fixedly connected with the tail wing rolling rudder fixed support, the tail wing rolling rudder is fixedly installed on the rudder fixed support, the output end of the tail wing rolling rudder is fixedly installed with the rudder dish, and the rudder dish is installed with the tail wing.

[0023] The utility model discloses the following beneficial effects:

[0024] The variable angle-of-attack double-segment flapping-wing aircraft can optimize the lift and drag distribution of the aircraft in different flight states by adjusting the angle of attack in real time, thereby improving flight efficiency and stability; the variable angle-of-attack design enables the aircraft to better cope with complex airflow environments, such as gusts or turbulence, and improves the anti-interference capability of the aircraft; dynamic adjustment of the angle of attack in combination with the tail enables the aircraft to quickly change the flight attitude, and realize more flexible steering, climbing and diving actions.

[0025] The variable angle-of-attack double-segment flapping-wing aircraft can optimize the lift and drag distribution of the aircraft in different flight states by adjusting the angle of attack in real time, thereby improving flight efficiency and stability; the variable angle-of-attack design enables the aircraft to better cope with complex airflow environments, such as gusts or turbulence, and improves the anti-interference capability of the aircraft; dynamic adjustment of the angle of attack in combination with the tail enables the aircraft to quickly change the flight attitude, and realize more flexible steering, climbing and diving actions.

[0026] The variable angle-of-attack double-segment flapping-wing aircraft can optimize the lift and drag distribution of the aircraft in different flight states by adjusting the angle of attack in real time, thereby improving flight efficiency and stability; the variable angle-of-attack design enables the aircraft to better cope with complex airflow environments, such as gusts or turbulence, and improves the anti-interference capability of the aircraft; dynamic adjustment of the angle of attack in combination with the tail enables the aircraft to quickly change the flight attitude, and realize more flexible steering, climbing and diving actions. BRIEF DESCRIPTION OF DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, a brief introduction will be given to the drawings needed in the embodiments or prior art description, and obviously, other drawings can also be obtained by those skilled in the art without creative labor;

[0028] Figure 1 is the overall structure schematic view of the flapping-wing aircraft according to the present application;

[0029] Figure 2 is the front view of the overall structure of the flapping-wing aircraft according to the present application;

[0030] Figure 3 is the top view of the overall structure of the flapping-wing aircraft according to the present application;

[0031] Figure 4 is the side view of the overall structure of the flapping-wing aircraft according to the present application when the angle of attack of the wing is positive;

[0032] Figure 5 is the side view of the overall structure of the flapping-wing aircraft according to the present application when the angle of attack of the wing is negative;

[0033] Figure 6 is the front view of the lowest position of the double-section wing of the flapping-wing aircraft when unfolded;

[0034] Figure 7 is the front view of the highest position of the double-section wing of the flapping-wing aircraft when folded;

[0035] Figure 8 is the schematic diagram of the fuselage part of the flapping-wing aircraft;

[0036] Figure 9 is the local schematic diagram of the power source and driving system of the flapping-wing aircraft;

[0037] Figure 10 is the front view of the left wing of the double-section wing flapping system of the flapping-wing aircraft;

[0038] Figure 11 is the plan view of the left wing of the double-section wing flapping system of the flapping-wing aircraft;

[0039] Figure 12 is the schematic diagram of the angle of attack adjusting driving system of the flapping-wing aircraft;

[0040] Figure 13 is the schematic diagram of the tail adjusting driving system of the flapping-wing aircraft.

[0041] The reference signs in the drawings are as follows:

[0042] 1, fuselage; 101, fuselage frame plate; 102, fuselage frame plate; 103, threaded connection shaft; 2, power source and driving system; 201, driving motor; 202, angle of attack adjustment rotating shaft; 203, bearing; 204, driving system frame plate; 205, driving system frame plate; 206, top fixing plate; 207, bottom fixing plate; 208, motor output gear A; 209, gear B; 210, gear shaft; 211, bearing seat; 212, gear C; 213, gear D; 214, left wing output gear shaft; 215, right wing output gear shaft; 216, gear E; 3, left wing; 301, left wing crank; 302, left wing crank connecting rod; 303, left inner wing rocker A; 304, left outer wing rocker B; 305, left outer wing rocker C; 306, left inner wing rotating shaft; 307, left inner wing rib plate; 308, left inner and outer wing rotating shaft; 309, left outer wing wing support rod; 310, left outer wing rib plate; 311, outer wing stabilizer; 312, left inner wing wing support rod; 4, two-section wing flapping system right wing; 5, angle of attack adjustment driving system; 501, angle of attack adjustment steering engine; 502, first steering engine rocker arm; 503, first connecting rod; 504, joint bearing; 6, tail wing adjustment driving system; 601, tail wing pitch steering engine; 602, second steering engine rocker arm; 603, second connecting rod; 604, tail wing pitch rocker; 605, tail wing pitch rotating shaft; 606, tail wing roll steering engine; 607, tail wing roll steering engine fixing support; 608, steering engine steering disc; 609, tail wing. DETAILED DESCRIPTION

[0043] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0044] As Figures 1 to 7The utility model relates to a kind of two-section flapping wing aircraft, including fuselage 1, power source and drive system 2, two-section wing flapping system left wing 3, two-section wing flapping system right wing 4, angle of attack adjustment drive system 5 and tail adjustment drive system 6. Among them, fuselage 1 is used as the main structure of aircraft, for supporting and fixing other functional modules;Power source and drive system 2 are installed on fuselage 1 by angle of attack adjustment pivot and bearing, for providing the power of flapping wing movement;Two-section wing flapping system left wing 3 and right wing 4 are respectively installed on power source and drive system 2 by crank and rotating shaft, realize the coordinated flapping of inner and outer wings;Angle of attack adjustment drive system 5 is used to adjust the angle of attack of two-section wing, optimize the lift and drag distribution of aircraft;Tail adjustment drive system 6 is used to control the pitch and roll angle of tail, realize the accurate regulation and control of flight attitude.

[0045] As Figure 1 And Figure 8 , fuselage 1 is composed of two first fuselage frame plates 101 with holes and second fuselage frame plates 102, is made of lightweight high-strength carbon fiber material, is fixed in parallel by several threaded connecting shafts 103 with internal threaded holes at both ends, the outer surface of threaded connecting shaft 103 is fixedly connected with first fuselage frame plate 101 and second fuselage frame plate 102, and both ends protrude outside first fuselage frame plate 101 and second fuselage frame plate 102.

[0046] As Figure 1 , Figure 8 And Figure 9 , power source and drive system 2 include drive motor 201, first drive system frame plate 204, second drive system frame plate 205, top fixed plate 206, bottom fixed plate 207, angle of attack adjustment pivot 202 and bearing 203, motor output gear A 208, gear B 209, gear C 212, gear D 213, gear E 216, gear shaft 210, left wing output gear shaft 214, right wing output gear shaft 215.

[0047] First drive system frame plate 204, second drive system frame plate 205 are fixedly connected in parallel by top fixed plate 206 and bottom fixed plate 207.

[0048] The top of top fixed plate 206 protrudes a rectangular block, and the two sides of the rectangular block are rotatably connected with angle of attack adjustment pivot 202 by bearing 203, and the two angle of attack adjustment pivots 202 are fixedly connected with the center of the top of first fuselage frame plate 101 and second fuselage frame plate 102 respectively, so that the frame formed by first drive system frame plate 204, second drive system frame plate 205, top fixed plate 206 and bottom fixed plate 207 can rotate on fuselage 1 to adjust the angle.

[0049] The driving motor 201 is fixedly installed on the second driving system frame plate 205, and the output end of the driving motor 201 is fixedly connected with the motor output gear A 208.

[0050] The gear shaft 210, the left wing output gear shaft 214 and the right wing output gear shaft 215 are rotationally connected between the first driving system frame plate 204 and the second driving system frame plate 205, the gear B 209 and the gear C 212 are both fixedly connected on the gear shaft 210, and the gear B 209 is engaged with the motor output gear A 208.

[0051] The second driving system frame plate 205 is provided with a bearing seat 211, the bearing seat 211 has a bearing therein, and rotationally connects with the left wing output gear shaft 214 through the bearing; and the left wing output gear shaft 214 and the right wing output gear shaft 215 are both rotationally connected with the first driving system frame plate 204 and the second driving system frame plate 205 through the bearing and the bearing seat.

[0052] The gear E 216 and the gear D 213 are respectively fixed on the right wing output gear shaft 215 and the left wing output gear shaft 214, the gear E 216 and the gear D 213 are respectively located on the two sides of the gear C 212, and are engaged with the gear C 212.

[0053] The driving motor 201 drives the motor output gear A 208 to rotate, the motor output gear A 208 drives the gear B 209 to rotate, the gear B 209 drives the gear C 212 to rotate through the gear shaft 210, the gear C 212 drives the gear E 216 and the gear D 213 on the two sides to rotate, and synchronously drives the right wing output gear shaft 215 and the left wing output gear shaft 214 to rotate.

[0054] As shown in Figure 1 , Figure 8 , Figure 10 and Figure 11 , the left wing 3 of the two-section wing flapping system comprises a left wing crank 301, a left wing crank connecting rod 302, a left inner wing rocker A 303, a left outer wing rocker B 304, a left outer wing rocker C 305, a left inner wing rotating shaft 306, a left inner wing rib plate 307, a left inner and outer wing rotating shaft 308, a left inner wing wing support rod 312 and a left outer wing wing support rod 309, a left outer wing rib plate 310, and an outer wing stabilizing piece 311.

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

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

[0057] One end of the left wing crank 301 is rotationally connected with the left wing crank connecting rod 302. The top of the first driving system frame plate 204 and the second driving system frame plate 205 extends to the two sides to form a fixed part. The left inner wing rotation shaft 306 is rotationally connected between the fixed parts of the first driving system frame plate 204 and the second driving system frame plate 205. One end of the left wing crank connecting rod 302 is rotationally connected with the left inner wing rotation shaft 306. The two ends of the left inner wing rotation shaft 306 are respectively rotationally connected with the rocker A 303 and the left inner wing rib plate 307, so that the left inner wing reciprocates up and down around the left inner wing rotation shaft 306 under the driving of the left wing crank 301 and the rocker A 303.

[0058] The rocker B 304 is rotationally connected on the left wing crank connecting rod 302. The left wing crank connecting rod 302 is connected by three sections. The front section is connected with the left wing crank 301. The tail section is connected with the left inner wing rotation shaft 306. The two ends of the middle section are respectively hinged with the front section and the tail section. The hinge between the middle section and the front section is located at the same position as the rotation connection between the rocker B 304 and the left wing crank connecting rod 302.

[0059] The left inner-outer wing rotation shaft 308 is rotationally connected between the rocker A 303 and the left inner wing rib plate 307. The two ends of the left inner-outer wing rotation shaft 308 are respectively rotationally connected with the left outer wing rocker C 305 and the left outer wing rib plate 310. One end of the rocker B 304 is rotationally connected with the left inner-outer wing rotation shaft 308, so that the left outer wing reciprocates up and down around the left inner-outer wing rotation shaft 308 under the joint action of the rocker B 304 and the rocker C 305.

[0060] The left inner wing wing support rod 312 is inserted between the left inner wing rib plate 307 and the rocker A 303, and is fixedly connected with the left inner wing rib plate 307 and the rocker A 303.

[0061] The left outer wing wing support rod 309 is inserted between the left outer wing rib plate 310 and the rocker C 305, and is fixedly connected with the left outer wing rib plate 310 and the rocker C 305. The left outer wing wing support rod 309 has two roots and is inclinedly arranged.

[0062] The outer wing stabilizer 311 is made of light and thin plastic hollow material, fixedly connected to the end of the left outer wing, and provided with two, curved with different radii and different lengths. One end of the two outer wing stabilizers 311 is fixedly connected to the left outer wing rib plate 310 and the rocker C 305, respectively, and the other end is fixed to one of the left outer wing wing support rods 309, for ensuring that the wing gradually unfolds when flapping downward and gradually folds when flapping upward, thereby improving the net lift and aerodynamic efficiency.

[0063] As Figure 1 , Figure 8 and Figure 12 , the angle of attack adjustment drive system 5 includes an angle of attack adjustment steering wheel 501, a first steering wheel rocker arm 502, a first connecting rod 503, and a joint bearing 504. One end of the joint bearing 504 is fixedly connected to the first drive system frame plate 204 using a screw, and the other end is rotatably connected to the first connecting rod 503. The angle of attack adjustment steering wheel 501 is installed between the first fuselage frame plate 101 and the second fuselage frame plate 102, and the output end of the angle of attack adjustment steering wheel 501 is fixedly connected with the first steering wheel rocker arm 502. One end of the first steering wheel rocker arm 502 is rotatably connected to the first connecting rod 503.

[0064] By driving the first steering wheel rocker arm 502 to swing back and forth by the angle of attack adjustment steering wheel 501, the first steering wheel rocker arm 502 drives the first drive system frame plate 204 and the second drive system frame plate 205 to rotate on the fuselage 1 through the frame formed by the top fixed plate 206 and the bottom fixed plate 207, and the angle of attack adjustment is realized. The entire power source and drive system 2 and the double-wing flapping system left wing 3 and double-wing flapping system right wing 4 installed thereon are driven to swing back and forth, thereby realizing the adjustment of the angle of attack of the wing.

[0065] As Figure 1 , Figure 8 and Figure 13 , the tail wing adjustment drive system 6 includes a tail wing pitch steering wheel 601, a second steering wheel rocker arm 602, a second connecting rod 603, a tail wing pitch rocker 604, a tail wing pitch rotation shaft 605, a tail wing roll steering wheel 606, a tail wing roll steering wheel fixed support 607, a steering wheel steering wheel 608, and a tail wing 609.

[0066] The tail wing pitch steering wheel 601 is installed between the first fuselage frame plate 101 and the second fuselage frame plate 102. The output end of the tail wing pitch steering wheel 601 is fixedly connected with the second steering wheel rocker arm 602. The first fuselage frame plate 101 and the second fuselage frame plate 102 are fixedly connected with the tail wing pitch rotation shaft 605. The tail wing pitch rotation shaft 605 is rotatably connected with the tail wing pitch rocker 604. One end of the tail wing pitch rocker 604 is rotatably connected with the second connecting rod 603.

[0067] The second rudder rocker arm 602 swings under the control of the tail pitch rudder machine 601, drives the tail pitch rocker 604 to rotate around the tail pitch rotation shaft 605, and controls the change of the tail pitch angle.

[0068] One end of the tail pitch rocker 604 is fixedly connected with a tail roll rudder machine fixing support 607, and the tail roll rudder machine 606 is fixedly installed on the rudder machine fixing support 607, so that the tail roll rudder machine 606 is fixedly connected with the tail pitch rocker 604 through the tail pitch rocker 604 and the tail roll rudder machine fixing support 607.

[0069] The output end of the tail roll rudder machine 606 is fixedly installed with a rudder machine rudder disc 608, the tail wing 609 is installed on the rudder machine rudder disc 608, the tail wing 609 fixedly installed on the rudder machine rudder disc 608 is directly controlled through the rudder machine rudder disc 608, and the change of the roll angle of the tail wing 609 is realized.

[0070] The front end of the fuselage 1 is fixedly connected with the angle of attack adjusting rudder machine 501 of the angle of attack adjusting driving system 5 through bolts, the upper part is rotationally connected with the power source and driving system 2 through the angle of attack adjusting rotation shaft 202 and the bearing 203, the interval between the lower two fuselage frame plates is consistent with the width of the bottom fixed plate 207 of the power source and driving system 2, plays a guiding role in the angle of attack adjusting process, prevents the power source and driving system 2 and the double-section wing flapping system connected thereto from shaking due to structural rigidity problems, the rear end of the fuselage 1 is fixedly connected with the tail pitch rudder machine 601 of the tail wing adjusting driving system 6 through bolts and rotationally connected with the tail pitch rocker 604 through the tail pitch rotation shaft 605, and the fuselage 1 is also provided with a battery, all electrical equipment is powered from the battery, and the related elements and methods for remote control of related equipment on the aircraft are prior art, and details are not repeated here.

[0071] The aircraft provided by the utility model can realize the functions of unfolding during down flapping and folding during up flapping in the flapping flight process through the unique foldable double-section wing design, the process can be completed only through the crank rocker mechanism, the reliability and lightness of the structure are ensured, compared with the traditional single-section wing flapping aircraft, the design can provide greater net lift under the premise of almost no additional weight under the same wing area and flapping frequency, in addition, the variable angle of attack structure design further enhances the flight performance and adaptability of the aircraft, the tail wing adjusting driving system can adjust the aircraft attitude in real time during the flapping flight process, so that the aircraft can perform well under various flight tasks and environmental conditions, and is suitable for complex flight requirements.

[0072] The basic principle, main features and advantages of the present application are shown and described above. Those skilled in the art should understand that the present application is not limited by the above examples, and the above examples and descriptions in the specification are only to illustrate the principles of the present application. Without departing from the spirit and scope of the present application, various changes and improvements can be made to the present application, and these changes and improvements all fall within the scope of the claimed present application.

Claims

1. A variable angle of attack two stage ornithopter characterized by, The aircraft comprises a fuselage (1), a power source and driving system (2), a double-segment wing flapping system left wing (3), a double-segment wing flapping system right wing (4), an angle of attack adjusting driving system (5), and a tail adjusting driving system (6). The fuselage (1) is used as the main structure of the aircraft, for supporting and fixing functional modules; the power source and driving system (2) is installed on the fuselage (1), for providing power for flapping movement; the double-segment wing flapping system left wing (3) and right wing (4) are installed on the power source and driving system (2), for realizing coordinated flapping of the inner and outer wings; the angle of attack adjusting driving system (5) is used for adjusting the angle of attack of the double-segment wing, optimizing the lift and drag distribution of the aircraft; the tail adjusting driving system (6) is used for controlling the pitch and roll angles of the tail, realizing accurate regulation and control of the flight attitude.

2. A variable angle of attack two stage ornithopter according to claim 1, wherein, The fuselage (1) comprises first and second fuselage frame plates (101) and (102) arranged in parallel, and a threaded connecting shaft (103) is arranged between the first and second fuselage frame plates (101) and (102) and fixed together through the threaded connecting shaft (103).

3. A variable angle of attack two stage ornithopter according to claim 2, wherein, The power source and driving system (2) comprises a driving motor (201), first and second driving system frame plates (204) and (205), a top fixing plate (206), a bottom fixing plate (207), an angle of attack adjusting rotating shaft (202) and a bearing (203), motor output gear A (208), gear B (209), gear C (212), gear D (213), gear E (216), a gear shaft (210), a left wing output gear shaft (214), and a right wing output gear shaft (215). The first and second driving system frame plates (204) and (205) are fixedly connected in parallel through the top fixing plate (206) and the bottom fixing plate (207).

4. A variable angle of attack two stage ornithopter according to claim 3, wherein, The driving motor (201) is fixedly installed on the second driving system frame plate (205), and the output end of the driving motor (201) is fixedly connected with the motor output gear A (208). The gear shaft (210), the left wing output gear shaft (214), and the right wing output gear shaft (215) are rotatably connected between the first and second driving system frame plates (204) and (205), the gear B (209) and the gear C (212) are fixedly connected to the gear shaft (210), and the gear B (209) is engaged with the motor output gear A (208). The gear E (216) and the gear D (213) are fixed to the right wing output gear shaft (215) and the left wing output gear shaft (214) respectively, the gear E (216) and the gear D (213) are located on the two sides of the gear C (212) respectively, and are engaged with the gear C (212).

5. A variable angle of attack two stage ornithopter according to claim 4, wherein, The left wing (3) of the double-wing flapping system comprises a left wing crank (301), a left wing crank connecting rod (302), a left inner wing rocker A (303), a left outer wing rocker B (304), a left outer wing rocker C (305), a left inner wing rotating shaft (306), a left inner wing rib plate (307), a left inner-outer wing rotating shaft (308), a left inner wing wing support rod (312), a left outer wing wing support rod (309), a left outer wing rib plate (310), and an outer wing stabilizer (311). The left wing output gear shaft (214) extends to the outside of the first driving system frame plate (204) at one end and is fixedly connected with the left wing crank (301) of the left wing (3) of the double-wing flapping system. One end of the left wing crank (301) is rotationally connected with the left wing crank connecting rod (302). The top of the first driving system frame plate (204) and the second driving system frame plate (205) extends to the sides to form a fixed portion. The left inner wing rotating shaft (306) is rotationally connected between the fixed portions of the first driving system frame plate (204) and the second driving system frame plate (205). One end of the left wing crank connecting rod (302) is rotationally connected with the left inner wing rotating shaft (306). The left inner wing rotating shaft (306) has the rocker A (303) and the left inner wing rib plate (307) rotationally connected at both ends.

6. A variable angle of attack two stage ornithopter according to claim 5, wherein, The left wing crank connecting rod (302) has the rocker B (304) rotationally connected. The left inner-outer wing rotating shaft (308) is rotationally connected between the rocker A (303) and the left inner wing rib plate (307). The left inner-outer wing rotating shaft (308) has the left outer wing rocker C (305) and the left outer wing rib plate (310) rotationally connected at both ends. One end of the rocker B (304) is rotationally connected with the left inner-outer wing rotating shaft (308). The left inner wing wing support rod (312) is inserted between the left inner wing rib plate (307) and the rocker A (303). The left outer wing wing support rod (309) is inserted between the left outer wing rib plate (310) and the rocker C (305). The outer wing stabilizer (311) is a light and thin plastic hollow material fixedly connected at the left outer wing end to ensure that the wing gradually unfolds when flapping downward and gradually folds when flapping upward.

7. A variable angle of attack two stage ornithopter according to claim 2, wherein, The attack angle adjustment driving system (5) comprises an attack angle adjustment steering gear (501), a first steering gear rocker arm (502), a first connecting rod (503), and a joint bearing (504). One end of the joint bearing (504) is fixedly connected to the first driving system frame plate (204) using a screw. The other end is rotationally connected with the first connecting rod (503). The attack angle adjustment steering gear (501) is installed between the first fuselage frame plate (101) and the second fuselage frame plate (102). The output end of the attack angle adjustment steering gear (501) is fixedly connected with the first steering gear rocker arm (502). One end of the first steering gear rocker arm (502) is rotationally connected with the first connecting rod (503).

8. A variable angle of attack two stage ornithopter according to claim 2, wherein, The tail wing adjusting driving system (6) comprises a tail wing pitch steering engine (601), a second steering engine rocker arm (602), a second connecting rod (603), a tail wing pitch rocker (604), a tail wing pitch rotating shaft (605), a tail wing roll steering engine (606), a tail wing roll steering engine fixing support (607), a steering engine steering disc (608) and a tail wing (609).

9. A variable angle of attack two stage ornithopter according to claim 8, wherein, The tail wing pitch steering engine (601) is installed between the first fuselage frame plate (101) and the second fuselage frame plate (102), the output end of the tail wing pitch steering engine (601) is fixedly connected with the second steering engine rocker arm (602), the first fuselage frame plate (101) and the second fuselage frame plate (102) are fixedly connected with the tail wing pitch rotating shaft (605), the tail wing pitch rotating shaft (605) is rotatably connected with the tail wing pitch rocker (604), and one end of the tail wing pitch rocker (604) is rotatably connected with the second connecting rod (603).

10. A variable angle of attack two stage ornithopter according to claim 9, wherein, One end of the tail wing pitch rocker (604) is fixedly connected with the tail wing roll steering engine fixing support (607), the tail wing roll steering engine (606) is fixedly installed on the steering engine fixing support (607), the output end of the tail wing roll steering engine (606) is fixedly installed with the steering engine steering disc (608), and the steering engine steering disc (608) is installed with the tail wing (609).

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