JP2000317148A - Double-wing flapping airplane - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a flapping airplane sufficiently enjoyable outdoors as well as indoors, securing larger thrust and direct advancing ability by adopting two pairs of flapping wings and one driving tail assembly. SOLUTION: Front and rear pairs of flapping wings 17, 18, and one driving tail assembly 16 are adopted in this airplane. In order to drive them, two slider cranks 4a, 4b are mounted on one power shaft 4, and a balance arm 15 is mounted as a transmission device of the output power. In addition, a 'power shaft stopper device' for holding all the wings at the most appropriate angles for gliding is mounted at the nose of the airplane in order to improve the gliding ability.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a flapping airplane provided with two pairs of flapping wings and a single vertically driven tail wing.

[0002]

2. Description of the Related Art A conventional flapping airplane is generally intended to fly in a room such as a gymnasium.
As shown in FIG. 1, a general one having a pair of flapping wings (26) having a thin wing surface film stretched thereon and one fixed tail wing (27).

[0003] Also, rarely, as shown in Fig. 13, even if there is a pair having two pairs of wings, one pair of the rear wings is a fixed wing (32) exclusively for the purpose of improving longitudinal stability and airflow, and flapping. Only one pair of the front flapping wings (26) was driven.

Looking at the method of driving the flapping, in the single spine type shown in FIGS. 9 and 13 and the turret type shown in FIG. 11, the position of the hinge (30) at the pivot point and the position of the wing crankpin (29) at the operating point are shown. Although there is a slight difference in the relationship and the shape of the crank associated therewith, all three types employ a so-called "lever crank", and the force is transmitted via a pair of connecting rods (24) forming a V-shape. Things.

[0005]

However, if the number of flapping wings is one, the thrust is extremely small. Therefore, even if the wings fly indoors, it is difficult to enjoy them outdoors unless the weather conditions are sufficiently good.

In addition, considering the flight state of a pair of flapping wings, the nose naturally descends when the wings are launched, and rises when the wings are launched down. That is, the nose rises according to the vertical movement of the flapping. Since the airplane flies up and down in a zigzag manner, there is a disadvantage that the efficiency of ascending becomes poor due to loss of the pitching energy.

The crank mechanism is a so-called "lever crank", as described above, and is directly connected to a wing crank pin to a power crank by a pair of connecting rods. Therefore, the left and right wings are never symmetrical except for symmetrical only at the top dead center and the bottom dead center of the crank, so that there is always a slight time lag in driving the left and right wings . As a result, the aircraft did not go straight and would always turn left or right after launch, which was one of the causes of poor climbing efficiency.

Further, when the rubber loses its energy during flight, the aircraft naturally enters a gliding attitude.
In the conventional case, the left and right wings are pushed up by the wind pressure that the aircraft descends, and it is forced to glide in the state of the top dead center, so the gliding performance is extremely bad, and the gliding performance falls in a short time There was also.

Therefore, the present invention eliminates the above-mentioned drawbacks of the pair of fluttering wings by employing two pairs of fluttering wings and one driving tail, thereby securing a larger thrust and straightness, and thereby improving the room. Of course, an object is to provide a flapping airplane that can be enjoyed outdoors.

[0010]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, the present invention has two pairs of fluttering wings and one tail fin that is driven up and down, and a power shaft stop that holds all wings at an optimum angle during gliding. Providing a device is the means.

More specifically, two pairs of flapping wings before and after alternately driving; one tail wing driven up and down in conjunction with the flapping wings; an optimum angle when the tail wing and the two pairs of fluttering wings glide The present invention provides a flapping airplane having a power shaft stop device at its nose.

[0012] More specifically, two cranks are provided on one power shaft with a bearing interposed therebetween.

More specifically, a balance arm is provided between the trunk and the spine as an output transmission device for alternately driving the two pairs of fluttering wings.

[0014]

The output generated by the power shaft rotates two cranks on the power shaft and is transmitted through connecting rods connected to each of the cranks. First, the output transmitted to the first crank is transmitted to a pair of front wing cranks via one stem connecting rod and a pair of front wing connecting rods, both of which use the tip of the balance arm as a relay point, and are transmitted to the front wing crank. Are launched in pairs. At the same time, the output is transmitted to a pair of rear wing cranks via a pair of rear wing connecting rods having the rear end of the balance arm as a relay point, and a pair of rear wings is provided in a direction opposite to the front wing. It will be downed.

At this time, the first crank always drives the front and rear wing connecting rods, each of which has the both ends of the balance arm as relay points, in a vertically symmetrical manner.
The time lag of flapping the left and right wings does not occur.

When the first crank further rotates and the front wing is brought down, the rear wing is brought up. By alternately repeating the front and rear wings in this manner, the thrust required for flight can be obtained, and the aircraft can fly.

On the other hand, the output transmitted to the second crank is
It is transmitted to the tail spar via the refracting connecting rod and moves up and down around the tail axis. The movement generates new thrust on the tail wing, and together with the thrust of the front and rear wings, creates more propulsion.

The effect of raising the flapping airplane by the tail, which is necessary for climbing, is solved by making the tail spar an angle of about 6 ° with respect to the horizontal as shown in the side view, similarly to the conventional fixed tail.

Eventually, the energy of the power rubber decreases,
Although the fuselage shifts to the gliding attitude, the tension of the power rubber naturally decreases as the energy of the rubber decreases. Therefore, the power shaft that was pulled backward by the tension of the power rubber during rotation is pushed out while rotating forward by the repulsive force of the leaf spring equipped on the nose, and the pushed out second crank is attached to the bearing. The crank stops when the stop pin is installed, and at the same time, all the wings stop at the set angle, allowing the aircraft to transition to ideal glide.

[0020]

Next, an embodiment of the present invention will be described with reference to the drawings. Please refer to FIG. 1 and FIG. First, regarding the structural members, the power shaft (4) and the crank (17b)
(18b) and pins (15a) (15b) (16a)
(7) The shafts (13) and (14) are made of piano wire, connecting rods (19) (20) (21) and (22) are made of aluminum or a light and rigid metal similar to aluminum. Structural members are made of wood such as balsa, or a light and durable synthetic resin similar thereto. The wing surface film is a conventional type, and in the present invention, a plastic film or Japanese paper is stretched similarly to FIGS. 9, 11 and 13.

All connecting rods have holes at both ends for passing pins and crankshafts. At this time, as shown in FIG. 2, the refracting connecting rod (22) drills a hole from the same direction, but the front wing connecting rod (20), the rear wing connecting rod (21) and the main connecting rod (19) are at 90 ° to each other. Drill holes at both ends to make an angle. Thus, smooth operation of each crank becomes possible.

As shown in FIGS. 1 and 2, a bearing (2) is fixed to the tip of the body (1), and a leaf spring (3) is embedded and fixed above the bearing (2). The leaf spring (3) is provided with a vertically elongated small hole (5) near the tip, and a power shaft (4) is provided through the small hole (5) and the bearing (2). In this case, the tip of the leaf spring (3) is bent downward to store tension for pushing out the power shaft (4).

The power shaft (4) has an L-shaped first crank (4a) forward of the leaf spring (3), and a U-shaped second crank (4b) behind the bearing (3). Place. Neither of these two cranks is a "lever crank", but a front support (8) and a rear support (11), respectively.
Is a "slider crank" with a guide.

A bead (6) slightly larger than the small hole (5) of the leaf spring (3) is mounted between the leaf spring (3) and the first crank (4a). By doing so, the power shaft (4)
Can be smoothly rotated and extruded. A stop pin (7) is embedded and fixed in the rear surface of the bearing (3). The position will be described later.

Four pairs of a front support (8), a balance arm bearing (9), a tail bearing (10), and a rear support (11) are fixed to the body (1) in this order from the front end as shown in FIG. Among them,
The three pairs other than the tail bearing (10) are fixed to the spine (12) to support the spine (12) and the front wing (17) and the rear wing (18) assembled to the spine (12).

A balance arm shaft (13) is attached to the balance arm bearing (9), the balance arm (15) is held at its center, and is used as a fulcrum of movement of the balance arm (15).
The balance arm (15) is equipped with a balance arm front pin (15a) at the end and a balance arm rear pin (15b) at the rear end as relay points for output transmission.

On the other hand, the tail bearing (10) has a tail shaft (1).
4) is attached to hold the tail spar (16b) as a fulcrum of movement of the tail spar (16b). Tail spar (16
At the end of b), a tail pin (16a) is attached as a relay point for transmitting power from the second crank (4b).

The balance arm (15) is driven up and down by using the front support (8) as a guide for movement, and similarly, the tail spar (16b) is driven up and down by using the rear support (11) as a guide for movement. It is possible to repeat accurate vertical movement.

The spine (12) has a pair of front wing cranks (17b) at the tip and a pair of rear wing cranks (1) at the middle.
8b) to provide the front hinge (17) as shown in FIG.
c) and processing and fixing to the rear hinge (18c). The front wing crank (17b) is fixed to the front wing spar (17a) provided with a thin wing surface film, and the rear wing crank (18b) is fixed to the rear wing spar (18a) provided with a thin wing surface film.

Of course, the front wing spar (17a) and the rear wing spar (18a), and the tail spar (16b) and the tail wing (16)
As shown in FIG. 1, it is important that the blade tip side is narrower than the blade root side, that is, it is important that the blade tip side be tapered. This is because the thrust can be increased by giving the flapping wings a little elasticity.

Referring to FIG. 3 and FIG. The energy of the wound power rubber is released, and the first crank (4a)
Is rotated from the bottom dead center to the top dead center, the force is first transmitted from the first crank (4a) to the stem connecting rod (19) connected to the balance arm front pin (15a), and the balance arm (15) is rotated. ) Vertically. Then, the force pushes the pair of front wing connecting rods (20) connected to the front wing crank (17b) from the balance arm front pin (15a) symmetrically, and simultaneously launches the front wing (17) right and left.

On the other hand, the force acts downward with the balance arm shaft (13) as a fulcrum, and a pair of rear wing connecting rods (21) connected to the balance arm rear pin (15b) is similarly symmetrically formed. To lower the rear wing (18) at the same time. By repeating this operation, thrust is generated on the front wing (17) and the rear wing (18), respectively, and the aircraft is caused to fly.

Simultaneously launching and lowering of the wings not only eliminates the time lag of flapping of the left and right wings as in the conventional example, but also makes the thrust equal to the left and right, securing the straightness of the fuselage and improving the efficiency. It allows for a rise.

In addition, since the movements of the front wing (17) and the rear wing (18) are always reversed, their pitching energies are cancelled, and the aircraft can fly more smoothly.

On the other hand, when the second crank (4b) rotates, the force is transmitted from the second crank (4b) to the body (1).
Is transmitted to the tail spar (16b) via the bending connecting rod connected to the tail pin (16a), and the tail spar (16b) is driven up and down by using the rear support (11) as a guide. The vertical drive generates a new thrust on the tail, which makes the aircraft fly more powerfully, and obtains flight performance that can withstand outdoors.

The first crank (4a) and the second crank (4
b) is formed at an angle of 90 ° as viewed from the front as shown in FIG. In this way, regardless of the position of the tail wing (16) at the top dead center or the bottom dead center, the front and rear flapping wings are always
It will be at a neutral position near horizontal, that is, at the midpoint, and conversely, the tail (16) will be
When at the midpoint, the front and rear flapping wings will always be at top dead center or bottom dead center.

That is, by configuring the first crank (4a) and the second crank (4b) at 90 °, it is possible to prevent the effect of launching and lowering the tail wing from being biased to one of the front and rear fluttering wings. be able to. As a result, it is possible to obtain thrust while minimizing pitching generated when the tail fin is driven, thereby realizing more efficient flight.

Next, reference is made to FIG. 5 and FIG. FIG. 5 shows a state in which the power rubber (23) is wound clockwise. The plane is launched from this state,
As shown in the figure, the power shaft (4) is pulled backward by the tension of the power rubber (23), and the leaf spring (3) is also pressed against the bearing (2) to store the repulsive force.

As shown in FIG. 6, after the flight for a certain period of time, the power rubber (23) naturally loses its energy and its tension is weakened. Then, the power shaft (4) is pushed forward while rotating by the repulsive force of the leaf spring (3), and the second crank (4)
b) is hung on the stop pin (7), and the rotation of the power shaft (4) stops. At this time, all the wings stop and shift to the gliding attitude, but the position of the stop pin (7) at this time inevitably determines the angle of all the wings.

The mounting position of the stop pin (7) may be set so that the sinking rate becomes the minimum when all the wings stop, and therefore, the angle at which the aircraft stays in the air most often. The position is such that the second crank (4b) is at the bottom dead center, that is, the point where the tail wing (16) is best launched and the front wing (17) and the rear wing (18) are both nearly horizontal. Most preferred. The aircraft did not immediately descend even after the power rubber (23) lost its energy,
You can enjoy a long and beautiful glide.

Except for a stop device using a leaf spring (3),
Each of the above-mentioned driving devices can further improve the aerial performance by replacing the power energy with a material other than rubber, such as an electric motor.

As shown in FIG. 8, a conventional one-pair flapping wing fixed tail (27) as shown in FIGS. 9 and 11 is driven by providing a second crank (4b) as in the present invention. It is also possible to make it tail-shaped and equipped with a power shaft stop device on the nose so that it can be enjoyed outdoors.

[0043]

As described above, the flapping airplane of the present invention
By providing two slider cranks on one power shaft and a balance arm that works with the first crank, flapping drive of two pairs of front and rear wings, which was impossible in the past, was realized. It is possible to generate a larger thrust than the one pair fluttering wing aircraft. In addition, the pitching energy is offset by alternately inverting the two pairs of fluttering wings, thereby achieving smoother flight performance and improved climbing ability.

In addition, the adoption of a slider crank enables simultaneous left and right launches of both the front and rear wings, eliminating the flapping time lag, so that the aircraft goes straight and suppresses the loss of rising energy due to conventional turning. Improve your climbing ability.

On the other hand, the vertical drive of the tail wing by the second crank generates a completely new thrust, and together with the thrust of the front wing and the rear wing, greatly improves the flight performance. Conventionally, it can be enjoyed mainly only indoors. It makes the flapping airplane sufficiently resistant to outdoor flight.

Further, the power shaft stopping device using a leaf spring greatly improves the gliding performance of a flapping airplane using power rubber, and can enjoy a far longer and more beautiful flight than before. Moreover, the shape like the dragonfly is completely new, and it gives a surprise and an impression not only to a flying person but also to a viewer.

[Brief description of the drawings]

FIG. 1 is a perspective view of a flapping airplane according to an embodiment of the present invention.

FIG. 2 is a perspective view of a driving portion of the present invention.

FIG. 3 is a front view of a driving portion according to the present invention.

FIG. 4 is a side view of a driving portion according to the present invention.

FIG. 5 is a perspective view showing a state before a stop mechanism is operated.

FIG. 6 is a perspective view showing a state after a stop mechanism is operated.

FIG. 7 is a plan view of a flapping airplane according to an embodiment of the present invention.

FIG. 8 is a perspective view showing another embodiment of the present invention.

FIG. 9 is a perspective view showing one type of a conventional example.

FIG. 10 is a perspective view showing one type of a conventional example.

FIG. 11 is a perspective view showing another conventional example.

FIG. 12 is a perspective view showing a part of another conventional example.

FIG. 13 is a perspective view showing a conventional example of a two-wing aircraft.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Fuselage 2 Bearing 3 Leaf spring 4 Power shaft 4a 1st crank, 4b 2nd crank 5 Small hole 6 Bead 7 Stop pin 8 Front support 9 Balance arm bearing 10 Tail bearing 11 Rear support 12 Spine 13 Balance arm axis 14 Tail shaft 15 Balance Arm 15a Balance arm front pin, 15b Balance arm rear pin 16 Tail 16a Tail pin, 16b Tail spar 17 Front wing 17a Front wing spar, 17b Front wing crank, 17c
Front hinge 18 Rear wing 18a Rear wing spar, 18b Rear wing crank, 18c
Rear hinge 19 Stem connecting rod 20 Front wing connecting rod 21 Rear wing connecting rod 22 Refracting connecting rod 23 Power rubber 24 Connecting rod 25 Crank 26 Flapping wing 27 Fixed tail wing 28 Fixed tail wing spar 29 Blade crankpin 30 Hinge 31 Tower 32 Fixed wing

Claims (3)

[Claims] 1. A pair of front and rear fluttering wings driven alternately;
A single tail that is driven up and down in conjunction with the flapping wing; a flapping airplane having a power shaft stop device at its nose that fixes the tail and the two pairs of flapping wings to an optimal angle during gliding. . 2. The airplane according to claim 1, wherein two cranks are provided on one power shaft. 3. The airplane according to claim 1, wherein a balance arm is provided as an output transmission device for alternately driving the two pairs of fluttering wings.