KR101845748B1 - Flapping flight device with varying wingspan - Google Patents

Abstract

The present invention relates to a wing flight device. The wing flight device has one or more wings individually installed on the left and the right in a fuselage at same time and generating an uplift force by relatively moving on the fuselage by a driving source. One or more crank devices are individually installed on the left and the right of the fuselage. The each crank device includes: a crank shaft; a crank pin; and a crank arm connecting the crank shaft and the crank pin. The each crank pin rotates in a rotation direction of passing through the furthest point from the fuselage when the crank pin descends, along a revolution orbit. The fuselage has one or more wing operation shafts, and the each crank device includes a wing crank connection unit connecting the crank pin and a wing. As the crank pin receiving a driving force from the driving source revolves, an orthorectified wing span becomes longer when the wing moves downward. Also, the orthorectified wing span becomes shorter as the orthorectified wing span passes a maximum point. When the wing moves upwards, the orthorectified wing span becomes shorter. Also, as the orthorectified wing span passes a minimum point, the orthorectified wing span becomes longer again.

Description

{Flapping flight device with varying wingspan}

The present invention relates to a flapping flight device that stirs both wings up and down like a bird or insect. More specifically, the present invention relates to a flapping flight device that is larger than a wing width when a wingspan is lowered Through the structure and motion mechanism of the wing, when the wing is lowered, it pushes more air faster than when the wing is lowered, resulting in the flotation of the fuselage. In the gliding situation, both wings are spread like wings of a bird to provide lift Or to an unmanned flight device.

The power-driven airfields can be divided into a fixed-wing system, a rotor-wing system, and a flapping system, and each system has advantages and disadvantages.

The fixed-wing approach is fast, glide-able, and energy-efficient, but has the drawback that it is impossible to swiftly and precisely orient and precisely switch and stop hovering, and a runway is required for takeoff and landing.

The flywheel system has the disadvantage that it is capable of quick and precise flight direction, advanced switching and hovering, and does not require runway, but has a slow flight speed, no gliding function, and high energy consumption. Especially, the multi-copter system using the electric motor has a fatal limitation that it is difficult to fly for about 40 minutes with the current technology because the weight of the battery is increased by increasing the capacity of the battery.

On the other hand, flying birds and insects that fly in a flapping manner can freely switch between the direction of flight and flight altitude, can fly still, glide with wings, minimize energy consumption, Since it is possible to fly, many researches have been carried out worldwide on flapping flight of birds and insects.

In the course of downward winging, the winging airfield is bowed downward to generate both propulsion and lift simultaneously. In the upward winging process, the front wing is raised so that both propulsion and negative lift occur simultaneously. Further, when the wing is in the form of an airfoil, lift using the forward thrust can also be generated.

On the other hand, when the bird is upwardly winged, the wing is slightly bent downward, and when it is winged downward, it is spread again, so that the uplift force of the upward wing is reduced and imitating the wing is slightly bent downward A wing flap device equipped with an articulating device is disclosed in Utility Model Registration No. 20-028141.
In order to maintain the flying height of the airplane stably, a crank pin shape change of the crank device causing the wings causes the plurality of blades having the rotation phase difference to alternately move up and down. A flapping device is disclosed in the present application (Application No. 10-2016-0033251).

Registered utility model 20-0281641 Registered utility model 20-0417261 Patent application 10-2016-0033251

However, the existing flapping flight devices are made of small toys because of low energy lifting ability, low energy efficiency and low practicality due to the following reasons, but they could not be manufactured and used for industrial purpose.

1) Increase / decrease of wing width: The existing winging method is weak and the energy efficiency is low because there is no change in the length of the left and right wing or when the wing is slightly bent downward during upward winging. That is, the difference between the speed of the downward wing and the speed of the upward wing and the pushing air amount was not large, and thus it was not possible to generate the buoyancy of an industrially practical level.

2) Effective RPM: In RPM, all RPMs are used to push down the air. However, the conventional winging method is used to reduce the number of revolutions by 50% (the remaining 50% Respectively.

3) Effective driving force: Since the downward wing should provide lifting force of the fuselage, a much larger torque is required than the upward wing, but the same amount of rotational force is provided for the upward and downward wings, resulting in inefficiency and large energy loss.

4) Overcoming free fall: It is necessary to minimize the lifting force generated by the downward wing for the upward wing so as not to fall by the gravitational acceleration during the upward wing, but since the speed of the upward wing is almost the same as that of the downward wing The flight device swung up and down largely, and the loss of power and energy was great.

5) Overcoming inertia force: The conventional winging method has to overcome the inertia resistance and impact load due to the vertical reciprocating motion by the torque of the driving source, so that the wing is unstable and energy efficiency is low due to periodic overload.

6) Miniaturization and acceleration: As the flying device is miniaturized, the frequency of the winging is increased, and the inertia resistance and the impact load are increased. Therefore, it is difficult to miniaturize the flying body and increase the speed of the wing due to the increase of the inertia resistance and the impact load. Respectively.

7) Wear and Damage: In the existing winging method, it is difficult to overcome the wear and damage of the member and enlarge the flight device because the load applied to the wing is amplified by the lever principle and concentrated on the wing joint.

8) Vertical takeoff and landing: Conventional flapping devices were not able to achieve lifting capacity for vertical takeoff and landing or hovering because of low energy efficiency of flapping wing and high speed flapping.

9) Forward propulsion: The existing wing airplane could generate a slight thrust through the backward airflow during the flapping process, but the practicality was low because it was too slow to exceed 10m ~ 30m per second.

10) Lifting of the wing: Since the lifting force of the wing was too weak in the conventional method, the three-dimensional wing in the airfoil shape was difficult to bear weight, and the flying speed was slow, so that the airfoil shape could not generate enough lift.

11) Flight Control: The existing flapping airplane has no vertical rise and stop flight function, and it can not change its direction to the tail flap, and can not achieve swift and accurate speed, direction and altitude switching function.

The present invention relates to a flapping flight device for solving the above-mentioned problems of the conventional flapping method, which stirs up and down both wings like birds and generates lifting force and propulsive force,

1) When the downward wing is widened, the wingspan is widened, and a large amount of air is rapidly pushed down. When the upward wing is made, the wing width is narrowed and the small amount of air is slowly pushed up,

2) It uses 2/3 to 5/6 of the kinetic energy of the drive source (the number of revolutions per unit time) for the downward wing and 1/3 ~ 1/6 for the upward wing, and greatly improves the energy efficiency of the wing movement ,

3) Use 2/3 to 5/6 of the driving source torque (Torque) and 1/3 to 1/6 of the upward wing for the downward wing that requires a large force, To minimize the required power and weight of the driving source,

4) By reducing the unit upward winging time to 1/2 to 1/5 times of the unit downward winging time, the lifting force is rapidly lost due to gravity acceleration, and the upward swinging time,

5) The inertial force and the impact load according to the reciprocating motion of the wings are made to resist the tensile strength of the structure that transmits the driving force, not the driving force, so that the high-speed flapping can be performed without energy loss due to the cyclic overload,

6) As the speed of the upward winging increases, the lifting force of the negative (-) and the moment of inertia of the wing are greatly reduced through the shape, structure and motion mechanism of the wing, thereby maximizing the generation of buoyancy through the wing,

7) Stress, abrasion and damage concentrated on the wingjoint by directly transferring the power to the body of the wing which moves by the large trajectory by increasing the torque by converting the high speed rotation (RPM) of the drive source to the low speed rotation It solves the problem,

8) In addition, it also provides a wing shape and flapping method that allows a greater positive flotation power to be generated than the negative flotation power during the upward wing of the wing, thereby further increasing the energy efficiency,

9) By enabling high-speed flight, low-speed flight and stop flight freely, it is possible to control speed, direction and altitude quickly and accurately at any flight speed,

It is intended to provide an energy-efficient, flapping flight device that is highly competitive and can be used industrially compared to fixed-wing or flywheel flight devices, as well as high energy efficiency such as birds and insects.

In order to achieve the above object, the present invention provides a flight device having at least one wing for generating lifting force by relative motion with respect to a fuselage by a drive source, the fuselage having at least one left side and a right side respectively, Wherein each of the crank mechanisms is provided with a crank shaft extending in the front and rear direction of the body and a crank pin extending in the direction of the crank shaft, And a crank arm for connecting the crank pin and the crank pin, wherein each of the crank pins is disposed at a position where the crank pin is located farthest from the fuselage when the crank pin descends, along an orbit determined by the length of the crank arm And the wing body is provided with a wing flap which acts as a central axis of the wing flap Wherein at least one coaxial shaft is provided, and each of the crank mechanisms is provided with a blade crank connection portion for coupling the crank pin and the blade, wherein each blade has a blade end at a free end state, And the inner portion is coupled to the wing spurt motion axis in such a way that it can be rotated or slid in place, each wing having a straight line distance between the wing crank connection and the wing spool motion axis, And the crank pin is made of a material or structure that can be increased or decreased depending on the position. When the crank pin of the crank mechanism performs a revolving motion, the wing performs a flapping motion in which the swinging motion axis is swung up and down about the central axis. The straight line distance from the axis of motion to the wing crank connection is also located on the orbit of the crank pin When the wing is downwardly winged according to the idle motion of the crank pin receiving the driving force from the driving source, the wingspan of the wing extends longer and becomes shorter again as it passes the maximum point , And when the wing is upwardly widened, the width of the ortho-projection wing becomes shorter and gradually becomes longer along the minimum point.

Here, the wing crank connecting portion is formed of a material or structure capable of increasing or decreasing the linear distance between the wing crank connecting portion and the wing axis motion shaft. [1] The wing is formed of a material having a small bending stiffness, and has a bending deformation A hinge rotation method in which the wing is composed of two or more parts hinged to each other and capable of rotating relative to each other, (3) a long opening is formed in the wing in the transverse direction, a lateral direction in which the wing- Reciprocating method, ④ piston moving mechanism in which the wing frame is composed of a piston type and a cylinder type, and ⑤ a longitudinal reciprocating type in which the inner end portion of the wing frame reciprocates along the axial direction of the winging motion axis Quot; refers to having a structural mechanism corresponding to a change in straight line distance between the two points through the line.

On the other hand, it is preferable that the cross-section of the blade viewed from the side is an airfoil shape or an upward circular arc shape.

Further, it is preferable that an opening is formed in the blade and a valve membrane capable of opening and closing it downward is provided.

In addition, it is preferable that a propelling blade of a highly elastic material is coupled to the end portion of the wing by a cantilever method.

Further, it is preferable that the wing is formed to have a structure capable of flexing only downwardly or breaking at an active point.

On the other hand, when the wing is bent or bent downward, it is preferable that a space is formed between the wing members so that air can pass through.

Further, in the case of the transverse reciprocating method, it is preferable that wings are formed on the left and right sides of the wing motion axis in one wing.

Further, it is preferable that a separate front propelling device capable of controlling the output of each of the left and right sides of the moving body is additionally provided.

In addition, it is preferable that a flight control system of a system for controlling the relative position and elevation angle of the frame or the platform supporting the wing, the crank mechanism and the like based on the body is provided.

1) When the wing descends, it spreads to the left and right. When the wing descends, it is narrowed.

When the wing flaps downward, the wing crank connection passes through the farthest point in the axis of the flapping motion, and when it flies upward, it passes the nearest point. Accordingly, when the wing descends, the wing spreads widely to the left and right and pushes down a large amount of air. When the wing is raised, it is narrowly folded and pushes up a small amount of air. For example, in the case of the piston motion system in which the internal angle of the fan drawn by the trajectory of the flap is 90 degrees, the length from the flap axis to the blade crank connection is 0.414 x crankpin revolution radius when the blade is folded, 2.414 x crankpin radius, the amount of air pushed down by the downward flapping per unit time in the section is about 5.8 times greater than the amount of air pushed up by the upward flapping.

In addition, since the downward elevation angle of the wings can be widened up and down so as to exceed 90 degrees, the air is pushed outward to the lateral side during the upward winging, and scattered while the downward wing is pushed to the center of the fuselage, do.

On the other hand, in the case where the wing portion located outside the wing crank connection portion has a function of flexing or bending only downwardly, as the wingspan of the left and right wings increases, the difference in the width of the ortho-projection wings of the downward- The greater the difference between the speed and the amplitude of the driving force.

2) Use 2/3 to 5/6 of the total drive energy for downward winging to maximize the energy efficiency of buoyancy generation

The upper and lower ends of the sector of the wing flap are formed at the point where the wing contacts the crankpin revolution orbit, and the internal size of the sector is proportional to the ratio of the linear distance from the crankshaft to the wing- .

For example, in the case of the flexural deformation mode and the hinge rotation mode, the internal angle of the sector can be increased up to 90 degrees, and the maximum size of the fan internal angle can be changed by the piston movement method and the lateral direction In reciprocating mode, it can be as large as 180.

     However, in practice, it is desirable from the energy efficiency standpoint to determine the maximum angular range of the fan-shaped wings to be determined at the level of 60 to 120 degrees considering the characteristics of the wing motion method. The internal angle of the sector is 60 degrees to 120 degrees. The angular range used for the upward flapping is {180 degrees - (60 degrees to 120 degrees)} = 120 degrees to 60 degrees, which is 360 degrees of the crank pin , And the angular distance used for the downward wing is {180 degrees + (60 degrees to 120 degrees)} = 240 degrees to 300 degrees. On the other hand, the one revolution pitch of the crank pin is proportional to the number of revolutions of the driving source, and the number of revolutions of the driving source is proportional to the magnitude of the kinetic energy of the driving source. Thus, the cabinet angle of 60 degrees to 120 degrees represents the width of the wing flap, which means that 2/3 to 5/6 of the total kinetic energy provided by the drive source is used for the downward flapping and only 1/3 to 1/6 for the upward flapping do.

With this principle, the conventional wing flap method is used for 50% of the total kinetic energy of the drive source for the downward flap, but according to the present invention, the energy efficiency of the flap can be maximized because 66% ~ 83% can be used.

3) Use 2/3 to 5/6 of the total driving force for downward winging,

The use of 2/3 to 5/6 of the number of rotations of the driving source in the downward wing flap means that the torque used for the downward flapping is equal to the total torque of the downward winging, 2/3 to 5/6 of the total. This is because the high-speed rotation of the weak force of the driving source is converted into a low-speed wing of strong force.

Therefore, according to the present invention, the force of the downward flapping force, which requires a greater force to support the flapping body, is higher than the force of the upward flapping force. 2 to 5 times stronger.

Therefore, the required power and weight of the driving source can be significantly reduced compared with the existing flapping method, and the large power required for generating the floatation force can be more efficiently provided.

4) Significantly shortening the period during which the flight device is dropped by gravity, thus increasing the lifting force and energy efficiency of the wings

While the flight device is flapping upward, the buoyancy is rapidly lost and falls due to gravity. Therefore, it is desirable to make the upward flap as fast as possible.

According to the present invention, 2/3 to 5/6 of the angular range of the crank pin is used for downward flapping, and 1/3 to 1/5 is used for the upward flapping. However, since the revolution speed of the crank pin is constant, it means that the upward flapping period is 1/3 to 1/6 and the down flapping period is 2/3 to 5/6 during the entire flapping period.

According to the present invention, the time required for the upward and downward flaps is the same as that of the conventional flapping method. However, according to the present invention, since the upward flapping time is significantly reduced to 33% ~ 66% of that of the existing flapping method, Energy efficiency is greatly improved.

5) The structure is resistant to the inertial force due to the wings, so high-speed flapping is possible without overloading the drive source.

The upper and lower ends of the reciprocating motion of the winging circle are generated at the contact point where the wing contacts the orbit of the crank pin. Since the wing and the crank arm form a right angle with each other at the contact point, the inertia force and the impact force The crank arm is resistant to tensile strength.

On the other hand, at this point, since the wing moves in almost the same direction as the tangential direction of the crankpin revolution orbit, it is hardly affected by the inertial force and the impact force generated in the direction perpendicular to the orbit, and the tensile stress of the crank arm.

In this manner, the inertia force and the impact force due to the flapping motion correspond to the structural strengths of all the crank arms, so that the drive source is not overloaded, thereby maximizing the energy efficiency and enabling quick and smooth flapping.

6) Minimization of negative (-) buoyancy by fast upward flapping through bending deformation of wing and installation of openings

Approximately 2/3 to 5/6 of the angular range of the crankpin is used for downward winging, and when used for 1/3 to 1/6 of the upwind, the average angular velocity of the upward winging is 2 to 5 times faster than the downward winging . Accordingly, there is a difference in speed and amplitude between the upward and downward wings. In the inner wing portion of the wing crank connection, there is not a large difference, but a large difference occurs in the outer wing portion. This is because the wing speed at the blade crank connection position is equal to the crank pin revolution speed, and the speed difference increases toward the outside. Therefore, as the blade length outside the blade crank connecting portion increases, the lifting force of the negative (-) due to the upward flapping speed and the amplitude increases.

However, as a means for solving this problem, it is necessary to provide an opening portion that is opened only downward in the wing, or to allow the wing itself to flex or bend only downwardly in accordance with the downward air pressure, .

On the other hand, since the speed of the wings is the fastest at the stop position of the wings and becomes zero at the upper and lower ends, when the wing passes the stop point, give. On the other hand, since the air pressure acting on the wing is proportional to the square of the winging speed, this difference in speed difference buffer significantly reduces the negative lifting power.

In addition, when the wing is bent or folded downward, the space between the element members constituting the wing is opened so that the air in the upper part of the wing is allowed to pass downward, thereby further reducing the negative lifting force due to the upward flapping.

7) Dispersing the stress concentrated on the wing joint, preventing abrasion and damage and inducing smooth movement

According to the present invention, the high-speed rotation of the weak torque of the drive source is converted to the low-speed rotation of the strong force by the power transmitting device and transmitted to the crank mechanism. On the other hand, since the crank pin of the crank mechanism directly transmits the driving force to the body portion of the wing moving with a large trajectory, the impact load and the stress concentration problem do not occur.

In addition, since the wing motion shaft is coupled to the distal end of the wing, the load is not amplified by the principle of the lever, which is a problem of the conventional winging method.

With this principle, since the load and the stress can be appropriately dispersed in accordance with the increase in the flying apparatus, it is possible to enlarge the flying apparatus to any size without fear of wear and damage due to the allowable stress.

8) Maximize the effect of generating flotation power by generating a positive floatation force even during upward flapping

In the case of the transverse reciprocating method, when the wingspan is extended beyond the axis of the wing motion to further increase the wingspan of the wingspan, the wingspan of the crank pin becomes narrower than the diameter of the crank pin, When the wings on the opposite side of the axis of the flap move upwards, the wings on the side of the crank pin will make the downward wing.

On the other hand, the flapping speed is proportional to the distance from the axis of the flapping motion, and the flotation power is proportional to the square of the flapping speed, so that when integrated, the flotation power increases in proportion to the third power of the flapping length.

As an example of this, when the length of the downward wing portion is twice the length of the upward wing portion, the difference in the uplift force (absolute value) between the downward and upward wings is about 8 times that of the downward wing portion Is much larger.

As described above, the conventional winging method uses only about 50% of the driving force for one wing, but according to the present invention, since almost 100% of the driving force can be used for both wings, the energy efficiency of the wing can be greatly improved do.

9) Efficient implementation of flying speed, direction, altitude, vertical takeoff and landing, stop flight and non-powered gliding function

Due to the above-described principle, the flying apparatus of the present invention has high energy efficiency and high-speed flapping, so that it is possible to secure a large flotation power to allow vertical take-off and landing unlike the conventional flapping method. On the other hand, auxiliary propulsion devices such as a propeller capable of controlling the output of the fuselage are additionally provided on the left and right sides of the fuselage. When a system for controlling relative positions or elevation angles of the wing, crank mechanism, , As well as speed control, vertical takeoff and landing, stop flight, gliding function can be conveniently implemented.

10) The crank mechanism effectively transmits the power, but does not protrude to the outside, so the function and appearance match

Since the crank pin causing the wing movement revolves around a very large circle, the high-speed rotation force of the driving source can be smoothly switched to the low-speed flapping motion without excessive load applied to the driving source and the power transmission device. In addition, since the crank pin is integrated with the wing and is not exposed to the outside but only the crank shaft and the crank arm are exposed, a natural wing shape is produced even in aesthetically pleasing.

As described above, the airfield device of the present invention can be widely used industrially from a small unmanned aerial vehicle to a large passenger flight device because its structural shape and motion mechanism are very simple and energy efficient and can perform various flight functions, It is possible to provide a flapping flight device which is superior in market competitiveness compared to a fixed wing or a flywheel.

FIG. 1 is a perspective view of an embodiment of a winglet flight device according to the present invention, in which a wing-assisting shaft is inserted into an opening formed elongated in a wing joint support, and the wing is wedged through mutual sliding movement.
Fig. 2 is a front view showing the method and sequence of the flapping motion in the embodiment of Fig. 1;
FIG. 3 is a perspective view of an embodiment of a flying device according to the present invention, in which a wing portion between crank pins in a wing motion axis is formed of a material having a small bending stiffness, and is flapping through a bending deformation.
Fig. 4 is a front view showing the method and sequence of the flapping motion in the embodiment of Fig. 3; Fig.
Fig. 5 is a perspective view of the embodiment of Fig. 3 showing an embodiment in which a wing shape provided with an opening portion that can be opened and closed downward in a wing, a concavo-convex portion for assisting bending deformation of the wing, and a propeller- It is a perspective view.
6 and 7 are perspective views of an embodiment of a flying device according to the present invention, characterized in that the wing portion between the crank pins in the axis of the wing spindle is composed of two portions hinged together and flies through relative rotation on the vertical plane to be.
Fig. 8 is a front view showing the method and sequence of the flapping motion in the embodiment of Fig. 7;
FIG. 9 is a perspective view of an embodiment of a flying device according to the present invention, in which a wing portion between crank pins in a wing motion axis is composed of two hinged portions, and the wing portion flies through a relative rotation on a horizontal plane.
10 is a front view showing a configuration and an order of a flapping motion in the embodiment of Fig.
11 is a plan view showing a configuration and an order of a flapping motion in the embodiment of Fig.
FIG. 12 is a perspective view of an embodiment of a flying device according to the present invention, in which a wing portion between crank pins in a wing motion axis is composed of a piston-shaped portion and a cylinder-shaped portion, and the wing is wedged through piston motion.
13 is a front view showing a method and an order of a flapping motion in the embodiment of Fig.
FIG. 14 is a perspective view showing a state in which an opening is formed in a wing portion between crankpins in a winging motion axis and a winging motion axis is fitted to perform a wing movement through roller movement or sliding movement with respect to each other, And the wing portions of the wing portions are alternately raised and lowered.
Figs. 15 and 16 are front views showing the configuration and sequence of the flapping motion in the embodiment of Fig.
17 is a modification of the embodiment of Fig. 14, in which the right side wing and the left side wing of the moving body are alternately arranged alternately, the crank shaft on the right side of the fuselage functions as a wing center axis of the fuselage left side wing and the crank shaft on the left side of the fuselage, FIG. 2 is a perspective view of an embodiment of a flying apparatus according to the present invention, which functions as a central axis of a wing.
18 is a front view showing a method and a procedure of a flapping motion in the embodiment of Fig.
19 is a perspective view of an embodiment of a flying device according to the present invention, in which the inner end portion of the transverse wing frame flaps in a manner that reciprocates along the axial direction of the wing motion axis.
20 is a front view showing the configuration and sequence of the flapping motion in the embodiment of Fig.
Fig. 21 is a plan view showing a configuration and an order of a flapping motion in the embodiment of Fig. 20;
22 is a plan view showing a shape in which the linear shape of the wing is smoothly curved like the wings of an algae.
Fig. 23 is a plan view of a train configuration in which a plurality of winglet flight devices are connected back and forth. Fig.
Fig. 24 shows that the wing portion from the axis of the wing spigot to the crank pin has a bending deformation movement as shown in Fig. 3, and the wing portion from the crank pin to the wing tip is formed along the axial direction of the wing- FIG. 24 (a) is a front view of a shape in which a wing is deployed, FIG. 24 (b) is a plan view, and FIG. 24 (c) Fig. 24D is a front view of the folded shape, and Fig. 24D is a plan view.
Fig. 25 is an exemplary view showing a manner in which the wing reciprocates in the fore-and-aft direction of the moving body. Fig. 25 (a) shows the hinge rotation method and Fig. 25 (b) shows the sliding method.
26 is an exemplary view showing a wing structure hinged to the transverse wing frame 52 so that the interval between the longitudinal wing frames 53 in the form of airfoils with tail wings can be expanded or contracted as the wing width increases or decreases .
Fig. 27 is a perspective view of a configuration example in which a wing is formed by hinging of a plurality of wing element members, and an opening portion with a valve membrane that can be opened and closed downward is formed in each wing element member .
Fig. 28 is an example of a shape in which the streamlined wing element members are hingedly coupled in such a manner that they are folded downward and can be restored by the elastic force of the spring. Fig. 18 (a) 18 (c) is a side view.
Figure 29 (a) is a side view illustrating a hinged configuration in yet another alternative that allows the hinged wing element members to be folded downward and restored by the resilience of the spring.
FIG. 29 (b) shows a state in which the three-dimensional wing element members are fixed on a high-elasticity thin plate member so that the wing is bent downward but not bent upward, and when the wing is bent, Fig. 3 is a perspective view of one embodiment of a wing configured to pass through a wing.
30 (a) to 30 (d) are schematic views of a winglet flight device in which each crank pin is coupled to the crank arm in a cantilever manner and the angle of attack of each wing can be controlled. Fig. 30 30 (b) shows the case where the angle of attack is 30 degrees, Fig. 30 (c) shows the case where the angle of attack is -30 degrees, and Fig. 30 FIG.
Figs. 31 (a) to 31 (f) are illustrations showing structural shapes and motion mechanisms in which the wings elastically correspond to the increase or decrease in the linear distance from the wing crank connecting portion to the wing spout motion axis.
Fig. 32 is an exemplary view showing the wing trajectory of each wing motion mode from the front, in which (a) is a trajectory of a lateral bending deformation system, (b) is a trajectory of a lateral piston motion system, (D) shows the trajectory of the longitudinal wing motion method.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings. However, portions having the same function due to the same configuration are denoted by the same reference numerals even if they are different from each other, and detailed description thereof may be omitted.

1, 3, 7, 9 and so on, the airfield device of the present invention includes a wing 50 for generating a lifting force by performing relative motion with respect to the moving body 10 by the driving source 20, And one or more each on the left side and the right side of the vehicle 10.

The moving body 10 is a member provided with the driving source 20 and the vanes 50.

The driving source 20 is, for example, an engine or a motor, and imparts relative motion of the wing 50 to the body 10.

One or more crank mechanisms 40 are provided on the left and right sides of the moving body 10 to receive the driving force from the driving source 20.

Each of the crank mechanisms 40 includes a crank shaft 41 extending in the front and rear direction of the body 10, a crank pin 43 revolving around the crank shaft, 43 are connected to each other.

The drive source 20 can generate rotational motion in which the crank pin 43 revolves around the crank shaft 41 by passing through a separate power transmission mechanism 30 or directly to the crank mechanism 40 have.

Each of the crank pins 43 located on the left and right sides of the moving body 10 moves along an orbit determined by the length of the crank arm 42 when the crank pin 43 descends, And makes a revolving motion in the direction of rotation passing through the point farthest from the rotor (10).

The crank pin (43) and the wing (50) are provided on the crank mechanism (40). The crank pin (43) And is provided with a wing crank connecting portion 44 for engaging with each other. Here, one of the engaging portions of the crank pin 43 and the crank arm 42 or the engaging portion of the crank pin 43 and the wing crank connecting portion 44 should be coupled in such a manner that they can rotate relative to each other.

Each wing (50) has a wing tip at its free end, an intermediate portion coupled to the wing crank connection (44), and an inner portion coupled to the wing spindle (11) Lt; RTI ID = 0.0 >

The straight line distance from the wing crank connection portion 44 to the wing motion shaft 11 can be easily expanded and contracted through the structural form and the motion mechanism of the wing as illustrated in Fig.

Therefore, when the crank pin 43 makes an idle motion by the driving source 20, the wing 50 performs the wing motion to swing the wing motion shaft 11 up and down about the center axis. At this time, The linear distance from the motion shaft 11 to the vane crank connection portion 44 also changes in accordance with the position on the orbit of the crank pin 43. [

Accordingly, when the wing 50 performs downward winging, the wingspan gradually gets longer and then becomes shorter again along the maximum point. When the wing 50 makes an upward wing, the wing width gradually increases It gets shorter and gets longer again after passing the minimum point.

Therefore, when the wing 50 descends, it spreads widely to the left and right and pushes down a large amount of air. When the wing is raised, it is narrowly folded and pushes up a small amount of air, so that the lifting force of the body 10 is efficiently generated.

31 (a) to 31 (f) illustrate a structural form and a motion mechanism in which the wings elastically correspond to the increase and decrease of the linear distance from the wing crank connecting portion 44 to the wing- . Where A and A 'denote the position of the wing crank connection 44 and C denote the position of the winging motion axis 11.

31 (a) illustrates a manner in which the blade portion corresponds to a bending deformation when the blade crank connecting portion 44 moves from A to A ', and Fig. 31 (b) 31 (c) illustrates a manner in which the two hinged wing members correspond to a relative rotation, and Fig. 31 (d) illustrates the manner in which the wing members of the piston type frame 523 correspond to the relative rotation, 31E illustrates the manner in which the wing motion shaft 11 is inserted into a long slit-shaped opening 525 formed laterally in the wing 50 31 (f) illustrate a manner in which the inner end portion of the vane 50 corresponds to a reciprocating motion along the axial direction of the wing-axis movement shaft 11.

Next, the method and advantages and disadvantages of the wing flap according to the structural form corresponding to the change of the straight line distance from the wing crank connecting portion 44 to the wing axis movement shaft 11 will be described in more detail with reference to the drawings.

As shown in FIG. 1, a blade 12 is extended in the lateral direction to the body 10, and the blade support 12 is provided with a slit-shaped narrow and long opening, The straight distance between the bladder support 12 and the blade crank connection portions 44 can be expanded and contracted by the sliding movement of the wing support shaft 55 when the blade support 55 is fitted and can slide with respect to each other Therefore, as shown in FIG. 2, when the wing descends, it can be spread widely in the lateral direction of the body, and the wing movement can be narrowed when the wing is lifted.

However, such a flapping method has the following three disadvantages although it includes the technical elements of the present invention in that the flapping motion of the crank pin 43 is directly converted into the flapping motion, thereby enabling smooth and efficient flapping.

First, since the distance between the wing crank connecting portion 44 and the wing axis motion shaft 11 is not changed, generation of buoyant force due to flapping is small. That is, when the downward flapping is performed to generate the uplifting force and the positive flotation force to generate the negative lifting force, the shape and the size of the arc drawn by the wing with respect to the center axis 11 of the flapping center are the same Do.

Furthermore, since the average speed of the upward flapping is about twice as fast as that of the downward flapping, the negative lifting force can be larger than the positive lifting force.

Secondly, in order to avoid collision of the wing movement axes 11 of both wings, the bladder support 12 extending in the lateral direction of the body must be excessively longer than twice the orbit diameter of the crank pin 44.

Third, the maximum angular distance between the upper and lower ends of the flapping motion is only 60 degrees, which limits the ability to secure a winging function that pushes down a large amount of air rapidly. In this case, since the rotational angle of the crank pin 43 used for the upward-directional wing is also 120 degrees or more, the torque and kinetic energy used for the downward vane exceed 2/3 of the total amount provided by the drive source Can not. The reason why the maximum angular distance of the wing motion can not exceed 60 degrees is that the distance between the crank pin 43 and the wing motion axis 11 is between the crank pin 43 and the bladder support 12, Since the blade length of the crush pin 43 must be larger than the diameter of the crank pin 43 orbit, it does not change even when the shape of the bladder support 12 is curved.
≪ Flap-shaped wing flap >

3, when the wing portion from the wing axis movement shaft 11 to the wing crank connection portion 44 is formed of a material having a small bending stiffness, The straight distance between the crank connection portions 44 can be expanded and contracted by the bending deformation of the wing portion. Therefore, as shown in FIG. 4, when the wing descends, the wing movement is expanded in the lateral direction of the body, Thereby generating a large floating force.

In the winging method using such a bending deformation, it is not necessary to provide the wing support 12 in the lateral direction of the moving body 10, and the angular distance between the upper end and the lower end of the wing can be increased up to about 90 degrees. Space utilization and energy efficiency are greatly improved compared to the exemplified flapping method.

Here, the wing may be made of a flexible material such as cloth or vinyl, or a high-elastic material having a small resilience and a small bending stiffness, or a highly rigid chain member may be used.

Particularly, the method using the highly elastic material having high restoring force is effective when used in a small flight device requiring a very high flapping frequency.

Because the flywheel is smaller, the frequency of the flywheel must be several tens to several hundreds of hertz, and the high-elasticity material flexes at the time of upward winging, accumulates the elastic potential energy, and provides the converted kinetic energy when the wing is downward. This is because it effectively buffers the inertia resistance and the impact load, and enables high-speed flapping without energy loss. Here, if the flying device is miniaturized to 1 / n, the frequency of the wing flap must be n1 ^{/ 2} times faster to maintain the floating capacity. Because the length of one side of the flight device is reduced to 1 / n and the frequency of the flap is m times faster, according to Bernoulli theorem, the lifting force is (area × speed ² ) times (1 / n) ² × at m / n) is ^doubled, and the weight is (1 / n), so ^three times, (1 / n) ² × (m / n) ² ≥ (1 / n) ^3, should be to the m n ≥ ^1/2 Because.

On the other hand, in the method using the chain-shaped wing member, the shape of the knife-point portion exemplified in Figs. 28 to 29 and Fig. 31 (b) is used to make the wing not to be bent in the direction It is necessary to have a form.

5, when a plurality of openings 511 are provided in the blade surface 51 and a plate film 512 which can be opened and closed only downward is provided around a part of the opening, (-) can be greatly reduced. When the uneven portion 513 is formed in the wing face 51 of the center portion where both wings meet, the elastic bending deformation can be more smoothly performed.
<The wing of the hinge rotation method>

The wing portion between the wing crank connecting portion 44 and the wing crank connecting portion 44 is joined to the hinge inner wing 501 and the wing crank connecting portion 44, The linear distance between the wing crankshaft connecting portions 44 and the wing crankshaft 11 is larger than the linear distance between the wing crankshaft connecting portions 44 and the hinge inner connecting wings 51. [ The wing can be expanded and contracted by the relative rotation of the hinge outer flange 501 and the hinge outer wing 502. Therefore, as shown in Fig. 8, when the wing descends, the wing spreads widely in the lateral direction of the body, .

The wing 50 is constituted by a wing face 51 and a transverse wing frame 52 and a longitudinal wing frame 53. The transverse wing frame 52 is provided with a hinge engaging portion 61 The hinge inner frame 521 and the hinge outer frame 522 may be separately formed.

FIG. 6 shows a case where both wings share one wing motion shaft 11, and FIG. 7 shows a case in which the wing gimbal movement shaft 11 on the left and right sides of the body 10 for the interference elimination of both wings And they are separated from each other.

When such a hinge pivoting method is used, when the wing 50 performs upward winging, the transverse wing frame 52 and the wing face body 51 are folded deeply into the inside of the fuselage naturally as if the wing folds, wingspan, the inertia moment due to the weight of the wing itself, as well as the air pressure applied to the upper part of the wing are greatly reduced, thus greatly improving the flotation power and energy efficiency of the wing.

In addition, there is no danger of the wing breaking down in the direction of convexity downward, and the frictional resistance is much smaller than that of the sliding mode, so that practical use is enhanced.

Further, if the transverse wing frame 52 is made of a material having high rigidity, the width of the wing can be extended to any length, so that it can be widely and widely used regardless of the size of the flight device from small size to large size.

As shown in FIG. 8, since the hinge outer frame 522 rotates rapidly until the hinge outer frame 522 is vertically rotated during the downward fingertips, the air in the lower portions of the left and right wings is collected toward the center of the fuselage, You can also get it.

Further, even if the advancing flying device stops the flapping of the wing, the hinge outer frame 522 can be extended in a substantially horizontal direction, so that the wing can receive a lift and a sufficient gliding function can be secured.

7, the rotation axis direction of the hinge coupling portion 61, in which the hinge inner frame 521 and the hinge outer frame 522 rotate relative to each other, may be a horizontal direction as shown in FIG. 7, , And may be set at an arbitrary angle as needed within a range of 0 degrees (horizontal) to 90 degrees (vertical).
<The wing of the piston motion method>

12, the transverse wing frame 52 between the wing crank connecting portions 44 in the winging motion shaft 11 is connected to the piston-shaped frame 523 and the wing crank connecting portions 44 Since the linear distance from the wing-axis movement shaft 11 to the wing crank connection portion 44 can be expanded and contracted through the piston movement in the case of the combination of the cylinder-shaped frame 524 coupled to the wing- Likewise, when the wing descends, it spreads widely in the lateral direction of the fuselage. When the wing descends, the wing moves to narrow the fuselage.

Since the distance between the upper end and the lower end of the wing can be increased up to 180 degrees by adjusting the distance between the wing motion axis 11 and the crank shaft 41 by using the piston motion method as described above, Energy can be further reduced.

Meanwhile, when the compression spring is inserted into the cylindrical frame 525, the inertia resistance of the wings is reduced, and when the wings are stopped, the wings can be spread widely.
&Lt; Wing of lateral reciprocating method >

As shown in Figs. 14 and 15, the wing crank connecting portion 44 is provided with a slit-shaped opening portion 525 formed in a wing portion (or a wing frame) extending in the direction of the wing axis 11, 11 are fitted into the openings and are capable of sliding relative to each other, the linear distance between the wing crank connecting portions 44 and the wing crankshaft 11 is larger than the distance between the opening portions and the wing- As shown in FIG. 16, when the wing descends, it spreads widely in the lateral direction of the fuselage. When the fuselage is lowered, the wing movement is narrowed to generate a large floating force.

Such a reciprocating reciprocating method also has a characteristic that the flapping motion characteristic is similar to the piston motion method, because the angular distance between the upper end and the lower end of the flapping motion can be increased up to 180 degrees as in the piston motion method.

However, since a part of the wing 50 deeply penetrates to the inside of the winging motion axis 11 and flapping up and down, the distance between the winging motion axes 11 of the wings 50 of the moving body 10 The inner end portions of the two wings collide with each other unless the diameter of the crank pin 44 is widened to twice the idle diameter of the crank pin 44.

As a solution to this, as shown in the bird's-eye view of Fig. 14 and the front view of Fig. 15, if the blade surface 51 is formed longer inside the wing-axis movement shaft 11, The wing portion on the side of the crank pin 43 is narrowed by the idle diameter of the crank pin 43 and the wing portion on the opposite side of the wing movement axis 11 is widened downward when the wing is upwardly winged. On the other hand, the wing portion on the side opposite to the wing-movement axis 11 is narrowed. When the wing is upwardly winged, the wing portion on the side of the crank pin 43 is widened and the wing is downwardly widened.

Therefore, the kinetic energy due to the revolution of the crank pin is not used for only one wing, and both of the wings can be used.

As a result, the problem of the existing flapping method in which the flotation force is lost due to gravity during the upward flapping is solved, and the rotational energy of the driving source can be used for the downward flapping by 100%, so that the energy efficiency of the flapping is dramatically improved .
<Crankshaft application type two-way wings>

17, the crankshaft 41 of the crank mechanism 40 located on the left side of the moving body 10 is connected to the crankshaft 41 of the crank mechanism 40 of the wing 50 located on the right side of the moving body 10 And the crank shaft 41 of the crank mechanism 40 located on the right side of the moving body 10 functions as a wing motion shaft 11 of the vane 50 located on the left side of the moving body 10, The wings 50 with the wing crank connecting portion 44 on the left side and the wings with the wing crank connecting portion 44 on the right side of the moving body 10 are arranged alternately so that a wide and inefficient space between the left and right wings 50 is minimized The wings 50 may be alternately arranged on the outer side and the right side of the body 10 so that the wings 50 may be downwardly winged and the wings 50 may be connected along the longitudinal direction of the body 10, A flight device of the present invention can be formed.

On the other hand, the function of the downward wing with one wing alternately on both sides is such that the transverse wing frame 52 connected to the wing face 51 is formed into a circular bar or a barrel shape, It is also possible to provide a connecting member of a short-pipe shape or a roller shape in which a transverse blade frame 52 of a round or bar shape can pass through.
&Lt; Vertical reciprocating flapping >

The wing flap system illustrated in Fig. 19 is substantially similar to the one illustrated in Fig. 9, except that the transverse wing frame 52 is separated into two hinged members and rotated relative to each other, There is a difference in that the wing joint portion reciprocates back and forth along the axial direction of the wing-axis movement shaft 11 provided on the body 10. In other words, when the lateral wing frame 52 makes a lateral circular motion (viewed from above) with the wing crank connecting portion 44 as the central axis due to the idle motion of the crank pin 43, The inner end portion of the transverse wing frame 52, which is hinged to the hinge 11 as shown in Fig. 25 (a) or combined with the roller coupling manner as shown in Fig. 25 (b), reciprocates in the front and rear directions of the moving body.

25 (a) to 25 (b) show an example of a method in which a wing joint portion reciprocates in the front-back direction of the moving body 10. FIG. 25 (a) Fig. 25 (b) illustrates the sliding motion method.

On the other hand, if the spring device is installed as shown in Figs. 25 (a) and 25 (b), the wing is spread by the elastic force of the spring even when the wing is stopped.

10, the transverse vane frame 52 may have a straight shape, but it is possible to solve the problem of interference with the crank arm 42 which occurs when the vane is folded, and to improve the flotation power of the flapping movement 19, 20, 21, and the like, it may be bent or bent in the up-and-down, left-right or front-back direction of the body 10.

As shown in Fig. 22, it is also possible to combine wings of smooth curves, such as birds or insect wings, on the transverse wing frame 52 and to bend or bend the transverse wing frame 52 itself in a smooth curved shape It is also possible.
<Connect the flapping device back and forth>

Also, as shown in FIG. 23, a plurality of winged flight devices may be connected in the fore-and-aft direction so as to be made into a train type so that a large amount of water or a passenger may be loaded and carried at once. Such a traction type airfield can also be utilized in connection with the bending deformation method as shown in Fig. 3, the hinge rotation method as shown in Fig. 4, and the wing flap flight devices of the piston motion method as shown in Fig.
<Combination of different flapping methods>

24, the wing portions between the crank pins 43 in the winging motion axis 11 are flexed and deformed in the lateral direction of the body 10, and the crank pins 43 extend from the crank pin 43 to the wing tip It is also possible to combine different wing flapping methods such that the wing portions of the wing portions are rotated in the front-back direction of the body 10 around the wing crank connecting portions 44. [
<Using cantilever type crankpins>

30 (a) to 30 (d), when the crank pin 43 is installed on the crank arm 42 in the cantilever manner, the weight of the crank mechanism 40 is reduced, And a propelling vane 54 installed at the rear end of the vane may be installed without interference with the crank arm 42. [ In this case, the angle of attack of the wing may be changed by changing the elevation angle of the crankshaft 41 with the barrel gear shaft of the power transmitting device 30 as a rotation axis. In this case, the wing joint portion of each wing It is preferable to engage with the body by a hinge or a universal joint method in which the crankshaft 41 can rotate relative to the crankshaft 41 in accordance with the change in elevation angle of the crankshaft 41.

Particularly, when such a cantilever-type crank pin is used, the blade can be bent along the axial direction of the crankshaft, so that the function of generating the forward thrust is enhanced.

Such a cantilever type crank pin is not limited to the hinge pivoting type shown in Fig. 30, but also the bending deformation type, the piston moving type, the lateral directional reciprocating type, the longitudinally reciprocal type, etc. shown in Figs. 31 (a) It is self-evident that it can be applied to both winging methods.
<Examples of various power transmission methods>

1, 5, 6, 7, 12 and so on illustrate different types of power transmission devices. Fig. 1 shows a system using a biaxial motor and a barbell gear. Fig. 5 shows a system using a one-axis motor and a barbell gear in which two one-axis motors rotating in opposite directions and a decelerating gear 12, a method of using gears and chains (or belts) for transmitting the rotational forces of the single-shaft motors in opposite directions is exemplified, and various power transmission methods may be used.
<Movement trajectory and lifting power according to the flapping method>

32, the trajectory of the wing, such as the maximum upward elevation angle and the lowest downward elevation angle of the wing flap, is determined not only by the flapping method but also between the crankshaft 41 and the crankshaft 43, And the height difference between the crankshaft 41 and the crankshaft 11, it is desirable to find and implement the shape, size, and position of each wing member that maximizes the lifting force according to the flapping method .
&Lt; Airfoil type wings and propelling blades >

As shown in FIG. 26, if the longitudinal wing frame 53 and the wing face 51 of the wing are formed into an airfoil shape or an upwardly round shape, lift can be generated by utilizing the advancing speed of the flight device, 9 and 30, a propelling vane 54 made of a highly elastic material, which can be restored by being flexed in a vertical or horizontal direction according to the pressure of air, is installed at the end portion of the cantilever- A forward thrust can also be generated.
<Installation of openings and valve plates on wings>

27, an opening 511 is formed in a wing of a flight apparatus, and a valve plate 512 capable of opening and closing the opening downward in accordance with the flow of air is installed on a part of the periphery of the opening by a hinge or an adhesive method , And negative (-) buoyancy caused by the upward flapping can be significantly reduced.
<Wing structure folded downward only>

As shown in Figs. 28 (a) to 28 (c) and 29 (a), when the air pressure is applied from the upper portion, the hinged portions of the vane element members 505 constituting the vane rotate relatively When the air pressure is weakened, it is restored by the elasticity of the spring, and the structure is not broken upward, so that the negative lifting force due to the upward flapping can be reduced. 28 (a), when the wing is folded downward, it is possible to reduce the negative lifting force due to the upward flapping by causing the wing element members to extend between the wing element members.
<Wing structure bent only downward>

On the other hand, as shown in Fig. 29 (a), a wing element member 505 having a shape in which airfoil-shaped wings are transversely or transversely crossed, or wing element members 505 having a shape as shown in Fig. 29 (b) , The blade can be bent downward but not bent upwardly by fixing the blade on the thin and highly elastic plate member.
29 (b), when the wing is bent downward, the gap between the wing element members 505 is opened, and the wing element members 505 are formed in such a shape that the upper air can pass therethrough (-) due to the upward flapping can be further reduced.
<Auxiliary Propulsion System>

delete

Next, as shown in the propellant auxiliary propulsion device 70 of FIG. 5, an auxiliary propulsion device 70 for providing a forward propulsion force, such as a jet engine or a propeller, is installed on the left and right sides of the winglet flight device , And each auxiliary propulsion unit (70) can be individually controlled, it is possible to stop the wing after the vertical rise through the wing, to fly forward with the lift like a fixed wing aircraft, It is possible to make a sudden turn, a sudden stop, a forward / backward change, and the like.
<Flight control system>

It is also possible to construct a position control system capable of freely moving the frame or the platform supporting the wing and the crank mechanism 40 in the forward, backward, left and right directions of the moving body 10, As shown in the illustration, if the angle of attack control system that can control the angle of attack of both wings can be constructed, the change of the center of gravity of the flight device or the angle of attack of the wing can change the flight direction, acceleration / deceleration, It is possible to effectively implement the flight control function such as backward movement.
While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, is intended to cover various modifications and equivalent arrangements included within the scope of the appended claims.

delete

The present invention can be used in the flight device industry.

10: Fuselage 11: Axis of the flapping motion
12: the blade is supported by the support 20:
30: Power transmission mechanism 40: Crank mechanism
41: crankshaft 42: crank arm
43: crank pin 44: wing crank connection
50: wing 501: hinged inner wing
502: hinge outer wing 503: wing joint
504: wing tip 505: wing element member
51: wing face 511: opening
512: valve plate 52: transverse wing frame
521: Hinge inner frame 522: Hinge outer frame
523: Piston-shaped frame 524: Cylindrical frame
525: slit-shaped opening 53: longitudinal wing frame
54: Propulsion blades 55: Auxiliary shafts
61: hinge coupling part 70: auxiliary propulsion device

Claims (16)

1. A flight device having one or more wings on the left and right sides of the body for generating lifting force by performing a relative motion with respect to the body by a driving source,
Wherein at least one of a crank mechanism and a wing receiving a driving force from the driving source is provided on the left side and the right side of the body,
Each of the crank mechanisms includes a crankshaft extending in the front-rear direction of the body, a crank pin revolving around the crank shaft, and a crank arm connecting the crank shaft and the crank pin,
Each of the crank pins revolves in a rotational direction passing through a point farthest from the vehicle body when the crank pin descends along an orbit determined by the length of the crank arm,
The body may be provided with one or more winglet motion shafts serving as a central axis of the wings of the wings,
Each of the crank mechanisms is provided with a blade crank connecting portion for coupling the crank pin and the blade,
Each of the blades having a wing tip in a free end state, an intermediate portion coupled to the wing crank connection portion, and an inner portion coupled to the wingpot movement axis in a rotatable or sliding manner,
Each of the blades is formed in such a structure that a linear distance between the blade crank connecting portion and the wing axis movement shaft can be increased or decreased according to a position on the orbit of the crank pin,
When the wing moves downward to rotate about the center axis of the wing movement axis in accordance with the idle movement of the crank pin receiving the driving force from the driving source, the wing width gradually becomes longer, And when the wing is upwardly winged, the width of the wing gradually becomes shorter, and then gradually becomes longer along the minimum point. The apparatus according to claim 1, wherein the crank arm of the crank mechanism is one and the crank pin is coupled to the crank arm in a cantilever manner. The wing according to claim 1 or 2, wherein the wing is constituted by a transverse wing frame extending in the left and right direction of the body, a longitudinal wing frame extending in the front and back direction, and a wing- Flight equipment. [5] The method of claim 3, wherein the wing crank connecting portion is moved up and down by a wing motion axis of the wing crank, and the bending moment of the wing crank connecting portion is increased or decreased by the bending motion of the wing face member or the transverse wing frame. Flapping device flying. 4. The method of claim 3, wherein the linear distance from the wing crank connecting portion to the wing motion axis of the wing is increased or decreased by the nodal point of the wing face member or the lateral wing frame Wherein the flapping device is implemented as a flapping device. [3] The hinge of claim 1, wherein the wing is constituted by a hinge outer wing coupled to a wing crank connecting portion and a hinge inner hinge interlocking hinge coupled to a wing motion shaft, wherein the linear distance from the wing crank connecting portion to the wing- , And a relative rotation between the hinge outer vane and the hinge inner vane with respect to the hinge connection point as a central axis. The wing according to claim 1, wherein the wing is constituted by a cylindrical wing coupled to a wing crank connecting portion and a roller coupling of a piston wing coupled to a wing spool motion shaft, and the linear distance from the wing crank connecting portion to the wing- And wherein the wing flap is implemented by piston movement between the cylindrical wing and the piston wing. 4. The method of claim 3, wherein a linear distance increase or decrease from the wing crank connecting portion of the wing to the wing spout motion axis is achieved by rolling the wing spool motion axis on the wing face body or the transverse wing frame, Wherein the wing flap is implemented by roller movement or sliding movement. [3] The apparatus of claim 3, wherein the wing face member and the transverse wing frame are elongated in the left and right directions of the wing motion axis, so that when one wing portion is downwardly winged and the wing width is widened, Wherein the wing width is narrowed. The crankshaft of claim 1, wherein the crankshaft of the crank mechanism located on the left side of the body functions as a wing spindle motion shaft coupled to the crank pin located on the right side of the body, and the crank shaft of the crank mechanism located on the right- Wherein the wing flap acts as a wing flap movement axis of the wing coupled to the crank pin located at the crank pin. 4. The wing according to claim 3, wherein a linear distance from the wing crank connecting portion to the wing spurt motion axis is increased or decreased by reciprocating the inner end portion of the wing frame along the axial direction of the wing spurt motion shaft Flapping device. The winglet according to claim 1, wherein the wing is flexibly bent or bent downward by an air pressure applied to an upper portion of the wing during upward winging. 4. The flapping device according to claim 3, wherein at least one opening portion is formed in the blade portion, and a plate film capable of opening and closing the opening portion downwardly in accordance with the flow of air is provided in a part around the opening portion. [3] The airfoil of claim 1, wherein the wing is a shape in which the airfoil-shaped wings are fixed on the high-elasticity plate member in a state in which the component members in the form of traversing in a vertical or diagonal direction are in close contact with each other, So that the air can pass through. The winglet according to claim 1 or 2, further comprising an angle of attack control device for changing the angle of attack of the left side wing and the right side wing of the body for switching between the flight direction and the flight altitude. The apparatus as claimed in claim 1 or 2, further comprising an auxiliary propelling unit capable of controlling output to the left and right sides of the aircraft body and providing forward thrust.

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