KR20150079099A - Ornithopter - Google Patents

Abstract

The present invention relates to an ornithopter. According to the present invention, the ornithopter includes a body (10) having a predetermined length and flying; a plurality of wing parts (20), in which a first wing (21) and a second wing (23) are formed in an X shape by intersecting with each other and the first wing (21) and the second wing (23) are combined and flapped with the body (10) to rotate around an intersecting shaft (25), and installed in a longitudinal direction of the body (10); and an operating part (30) placed in the body (10), and rotating the first wing (21) and the second wing (23) so that the wing parts (20) are independently flapped.

Description

Flapping Flight {ORNITHOPTER}

The present invention relates to a flapping body.

Generally, the airplane is flying by lift. Here lift refers to the force that a horizontal moving object in a fluid receives perpendicularly to the direction of travel. This lifting acts from low to high atmospheric pressure. On the other hand, lift occurs by various principles. For example, a bird or an aircraft gliding with its wings spreads due to the velocity difference of the fluid flowing on the top and bottom of the streamlined wing. On the other hand, insects such as dragonflies generate lift by using the reciprocating motion of the wings, that is, flapping of the wings. Utilizing the principle of lift generation of such an insect, a flapping flight body has been devised as disclosed in the utility model document of the following prior art document. Such a flapping body has a body, a pair of blades having a thin flap, a power unit, and the like, thereby flapping the flap. At this time, the flapping flap according to the prior art generates a lifting force by moving the flap formed horizontally horizontally up and down like a bird wing. Therefore, the wing flap body according to the prior art moves up and down by changing the flapping speed of the straight wing. However, such a straight wing vibrates the fuselage while flapping, thereby deteriorating the flying stability of the flying object. In addition, since the flapping wing according to the prior art has a pair of straight wings for generating lifting force, the wing flapping speed is very fast. In this case, since the flapping speed affects the flight speed, the flapping flight according to the prior art has a problem that the flight direction can not be easily adjusted due to a very high flight speed.

Accordingly, there is an urgent need for a solution to the problem occurring in the wing flap according to the prior art.

KR 20-0256778 Y1

SUMMARY OF THE INVENTION The present invention has been made in order to solve the above-mentioned problems of the prior art, and one aspect of the present invention is to provide a method for manufacturing a wing, the wing being formed in an X-shape so as to cross the first and second wings, Thereby improving the flight stability by minimizing the vibration transmitted to the fuselage.

Another aspect of the present invention is to provide a flapping flight body that has a plurality of driving portions for rotating the wing portion so that the flying body can easily ascend and descend according to the flapping speed of the front and rear wing portions.

The wing flap body according to the embodiment of the present invention has a predetermined length and is composed of a flying body, the first wing and the second wing intersecting each other to form an X-shape, and the first wing and the second wing cross each other A wing portion coupled to the moving body so as to be rotatable about an axis and flapping the plurality of wing portions along a longitudinal direction of the moving body; and a second wing portion disposed on the moving body, And a driving unit for rotating the wing and the second wing.

In addition, the flapping wing according to the embodiment of the present invention may further include a control unit for receiving the control signal transmitted by the user and controlling the driving unit.

In addition, in the flapping body according to the embodiment of the present invention, the flaps are flapping while the first flap and the second flap are repeatedly approaching and away from each other.

In addition, in the flapping wing according to the embodiment of the present invention, at least one of the plurality of wing portions has the first wing and the second wing when the first wing and the second wing are maximally deployed, The maximum angle is different.

Further, in the flapping wing according to the embodiment of the present invention, a plurality of the driving units are disposed, and flap each of the wing units independently.

In addition, in the flapping wing according to the embodiment of the present invention, the driving unit includes a motor for rotating the motor shaft, and a crank unit for receiving the rotational force of the motor shaft to rotate the first and second wings.

In addition, in the flapping flight according to the embodiment of the present invention, the crank portion is formed in a rod shape, and a crankshaft is disposed below the wing portion and perpendicular to the longitudinal direction of the body, A first crank arm formed at one end of the crankshaft, a second crank arm formed at the other end of the crankshaft, a lower end rotatably coupled to the first crankshaft, A first connecting rod having an upper end connected to the first wing and reciprocating in a vertical direction when the crankshaft rotates, and a lower end rotatably coupled to the second crank arm, And a second connecting rod reciprocating in a vertical direction when the crankshaft rotates.

Further, in the flapping body according to the embodiment of the present invention, at least one of the plurality of flaps is flapping at a different speed.

Further, in the flapping flight according to the embodiment of the present invention, when the flapping speed of the front wing portion disposed at the front side of the moving body among the plurality of the wing portions is faster than the flapping speed of the rear wing portion disposed at the rear side of the moving body, When the fuselage rises and the flapping speed of the front wing portion is slower than the flapping speed of the rear wing portion, the moving body advances downward.

In addition, the flapping wing according to the embodiment of the present invention may further include a vertical tail wing vertically upwardly projecting from the rear end outer face of the body, and a horizontal tail wing projecting horizontally from both sides of the rear end of the body.

Further, the flapping wing according to the embodiment of the present invention may further include a rudder hinged to a rear end of the vertical tail wing and rotating left and right of the body.

In addition, the flapping wing according to an embodiment of the present invention further includes a direction control unit for receiving the direction control signal transmitted by the user and controlling the rotation of the rudder.

Further, the flapping wing according to the embodiment of the present invention may further include an impact absorbing portion formed at a front end of the body and absorbing impact at the time of a collision.

The features and advantages of the present invention will become more apparent from the following detailed description based on the accompanying drawings.

Prior to that, terms and words used in the present specification and claims should not be construed in a conventional and dictionary sense, and the inventor may properly define the concept of the term in order to best explain its invention It should be construed as meaning and concept consistent with the technical idea of the present invention.

According to the present invention, by forming the wing portion in an X-shape so as to be able to rotate across the first and second wings and arranging a plurality of wings along the longitudinal direction of the body, the air between the first wing and the second wing is pushed right and left Since the flapping speed of the wing portion is slowed, the vibration transmitted to the body is minimized, thereby improving flight stability.

Further, according to the present invention, since the plurality of driving portions for rotating the wing portion are provided, the plurality of wing portions are independently flapped so that the flying body can be easily moved up and down according to the flapping speed of the front and rear wing portions.

1 is a perspective view of a winged flying vehicle according to a first embodiment of the present invention.
2 is a perspective view of a flapping wing according to a second embodiment of the present invention.
3 is a side view of a winged flying vehicle according to a second embodiment of the present invention.
4 is an enlarged view of a portion A shown in Fig.
5 is a perspective view of a winged flying vehicle according to a third embodiment of the present invention.
6 is a perspective view of a winged flying vehicle according to a fourth embodiment of the present invention.
7 is a perspective view of a winged flying vehicle according to a fifth embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The objectives, specific advantages and novel features of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which: FIG. It should be noted that, in the present specification, the reference numerals are added to the constituent elements of the drawings, and the same constituent elements are assigned the same number as much as possible even if they are displayed on different drawings. Also, the terms "first "," second ", and the like are used to distinguish one element from another element, and the element is not limited thereto. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS In the following description of the present invention, detailed description of related arts which may unnecessarily obscure the gist of the present invention will be omitted.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 is a perspective view of a flapping wing flight according to a first embodiment of the present invention, FIG. 2 is a perspective view of a flapping wing flight according to a second embodiment of the present invention, FIG. 3 is a perspective view of the flapping flight body according to the second embodiment of the present invention, Fig. 4 is an enlarged view of a portion A shown in Fig. 2. Fig.

1 and 2, the flapping wing according to the embodiment of the present invention has a predetermined length and includes a body 10 capable of flying, a first wing 21 and a second wing 23 intersecting each other The first wing 21 and the second wing 23 are coupled to the body 10 so as to be rotatable about the crossing axis 25 and are flapping. A plurality of wings 20 arranged along the longitudinal direction and a plurality of wings 21 and a plurality of wings 23 arranged in the body 10 such that the plurality of wings 20 are independently flapped, And a driving unit 30 for rotating the driving unit 30.

The flapping flap according to the present invention is a flapping flap of a bird or an insect applied to a flying body, and generates lifting and driving force by using flapping of the flap, that is, flapping of the flapping. Here, lifting refers to the force that a horizontal moving object in a fluid receives perpendicularly to the traveling direction. Generally, an aircraft generates lifting using a flow of fluid moving along a streamlined wing, whereas the flapping flight body according to the present invention uses flapping of a wing, so that the principle of lift generation is different from a general aircraft.

The wing flap body according to the present invention includes a body 10, a wing 20, and a driving unit 30 in order to generate lifting and driving force and improve flight stability and flight controllability.

Here, the moving body 10 is a center portion of the flying body, the wing portion 20 is coupled, and the driving portion 30 and the like are disposed. Therefore, the body 10 is formed to have a predetermined length so as to allow the wing portion 20, the driving portion 30, and the like to be disposed, and to fly. At this time, the body 10 is formed in a streamline shape to receive less resistance of the air, but it is not necessarily limited to such a shape.

On the other hand, the wing portion 20 is an X-shaped wing which is flaped to generate lifting force and thrust. Specifically, the wing portion 20 is formed in an X-shape with the first wing 21 and the second wing 23 intersecting with each other. At this time, since the wing 20 is coupled to the body 10 along the crossing axis 25, the wing 20 is formed symmetrically with respect to the crossing axis 25. Here, the symmetry does not only mean that the shapes on both sides are physically completely the same, but also the case where both shapes are equal at first sight. That is, it is irrelevant if the difference between the two shapes is only a difference in the range that can be generated in the manufacturing and combining process. The first wing 21 and the second wing 23 do not necessarily have to be symmetrical with respect to the crossing axis 25 in terms of symmetry about the crossing axis 25 . Specifically, the first wing 21 may be formed symmetrically with respect to the crossing axis 25, or may have a different shape. The second wing 23 may also be formed symmetrically with respect to the crossing axis 25 or in a different shape.

The first wing 21 and the second wing 23 are connected to each other by the crossing shafts 21 and 23 because the wing portion 20 generates lifting force and propelling force by flapping the first wing 21 and the second wing 23, 25 so as to be rotatable. Here, although the first wing 21 and the second wing 23 rotate in the vertical direction, they rotate in opposite directions. That is, the first wing 21 and the second wing 23 are moved toward and away from each other. As the operation is repeated, the wing portion 20 is flapped to generate lift.

On the other hand, flapping of the X-shaped wing 20 improves lifting, propulsion, and flight stability. Specifically, since the X-shaped wings 20 have four wings flapping on the left and right, two wings can produce greater lift and thrust than a flap wing. In addition, the straight blade pushes the air downward when the blade descends, so that the body 10 rises by the reaction and pushes the air upward when the wing goes up, so that the body 10 descends. Accordingly, the straight body wings vibrate vertically and downwardly while the wings 10 are repeatedly rotated. On the other hand, when the first wing 21 and the second wing 23 are folded together, the X-shaped wing portion 20 pushes air between the first wing 21 and the second wing 23 toward both sides, When the first wing 21 and the second wing 23 are deployed, the air is pushed up and down. Therefore, when the flapping occurs, the X-shaped wing portion 20 becomes parallel to the forces acting up and down and left and right, so that the vibration of the body 10 can be minimized and flight stability can be ensured. Therefore, the flapping wing according to the present invention has a greater lift and propulsive force and is advantageous in stable flight.

A plurality of the wing portions 20 may be formed along the longitudinal direction of the moving body 10. Here, since the wing portion 20 generates lift, the number is determined in consideration of the weight of the flying body, the lengths and shapes of the first wing 21 and the second wing 23, and the like. Therefore, as shown in FIGS. 1 and 2, three or two wing portions 20 may be disposed, but are not necessarily limited to three or two. When a plurality of wing portions 20 are arranged in this way, even if the wing portion 20 is flapping slowly, lifting force and propulsion force necessary for flying can be generated. Therefore, the flapping flying body according to the present invention is less loaded on the driving unit 30 for flapping the wing portion 20, so that durability and lifetime are improved. When the first wing 21 and the second wing 23 are maximally extended, the maximum angle? Between the first wing 21 and the second wing 23 is equal to the maximum angle? It is not necessarily the same. That is, the maximum angle may have an angle unique to each of the plurality of wing portions 20, and at least one of the wing portions 20 may have an angle different from that of the other wing portions 20. Therefore, although the plurality of wings 20 are each formed in an X-shape, the size and the maximum angle? Of the first wing 21 and the second wing 23 may be different from each other.

On the other hand, the driving unit 30 rotates the first wing 21 and the second wing 23 so that the wing unit 20 flaps. At this time, the plurality of wing portions 20 are independently peeled by the driving portion 30. Therefore, the plurality of vanes 20 may each have a unique flapping speed. 3, a plurality of the drive units 30 may be arranged in the body 10 as many as the number of the wings 20, so that the wings 20 can be independently driven.

Such a drive portion 30 may include a motor 31 and a crank portion 32 as shown in Fig. 4, in order to flap the wing portion 20. As shown in Fig. Here, the motor 31 is a power unit for receiving the electric power to rotate the motor shaft 31a. The crank unit 32 receives the rotational force of the motor shaft 31a to rotate the first wing 21 and the second wing 23). That is, the driving unit 30 converts the rotational motion of the motor 31 into the reciprocating motion of the crank unit 32 to flap the wing unit 20.

On the other hand, the crank portion 32 includes a crankshaft 33, a rotary plate 34, a first crank arm 35, a second crank arm 36, a first connecting rod 37 and a second connecting rod 38. Here, the crankshaft 33 is a rotatable rod-shaped shaft and is disposed on the moving body 10 below the wing portion 20 and perpendicular to the longitudinal direction of the moving body 10. On the other hand, the rotary plate 34 is a plate that receives the rotational force of the motor shaft 31a and rotates. At this time, since the crankshaft 33 passes through the center of rotation of the rotating plate 34, the rotating plate 34 rotates together with the crankshaft 33 about the crankshaft 33. A pinion gear 39a is mounted on the motor shaft 31a and a gear is formed on the rim of the rotary plate 34 to rotate the pinion gear 39a And a reduction gear 39b or the like can be disposed between the rotary plate 34 and the rotary plate 34 so as to engage with each other. At this time, it is not always necessary to use a gear to transmit the rotational force, but the rotational force of the motor 31 may be transmitted to the rotary plate 34 by using a belt, a chain, or the like. The first and second crank arms 35 and 36 are formed at both ends of the crankshaft 33 and are engaged with the first connecting rod 37 and the second connecting rod 38, respectively. At this time, the first and second connecting rods 37 and 38 reciprocate in the vertical direction when the crankshaft 33 rotates. The lower end of the first connecting rod 37 is rotatably coupled to the first crank arm 35 and the upper end is connected to the first wing 21. The lower end of the second connecting rod 38 is connected to the second crank arm 35. [ (36) and the upper end is connected to the second wing (23). Therefore, the first and second connecting rods 38 rotate the first wing 21 and the second wing 23 when the crankshaft 33 rotates.

5 is a perspective view of a winged flying vehicle according to a third embodiment of the present invention.

As shown in FIG. 5, the wing flap body according to the third embodiment of the present invention may further include a control unit 40 for controlling the plurality of wing portions 20. Here, the control unit 40 receives the control signal transmitted by the user and controls the driving unit 30. Specifically, the control unit 40 controls the rotation speed of the motor 31, thereby controlling the flapping speed at which the wing unit 20 is flapping. At this time, since the flapping speed is controlled by the control unit 40 for each of the plurality of wing portions 20, at least one wing portion 20 can have different flapping speeds. This difference in flapping speed facilitates up-down switching. Specifically, when the two wing portions 20, that is, the front wing portion 20a and the rear wing portion 20b are coupled to the moving body 10 and advanced, the flapping speed of the front wing portion 20a is lower than that of the rear wing portion 20b , The front wing portion 20a generates a larger lift, so that the front end of the body 10 is heard upward, and the flapping air vehicle according to the present invention is raised. Conversely, if the flapping speed of the front wing portion 20a is slower than the flapping speed of the rear wing portion 20b, a larger lift is generated in the rear wing portion 20b, so that the flapping flight body according to the present invention is lowered. Therefore, the flapping flight according to the present invention has improved flight controllability because it can be easily turned up and down. In addition, the moving body 10 can be moved back and forth by adjusting the flapping speeds of the front wing portion 20a and the rear wing portion 20b.

6 is a perspective view of a winged flying vehicle according to a fourth embodiment of the present invention.

As shown in FIG. 6, the wing flap according to the fourth embodiment of the present invention may further include a vertical tail wing 50 and a horizontal tail wing 60 so as to stably fly. The vertical tail wing 50 is formed by projecting vertically upward from the outer surface at the rear end of the moving body 10 and the horizontal tail wing 60 is formed by projecting horizontally from both sides of the rear end of the moving body 10 . The vertical tail wing (50) and the horizontal tail wing (60) prevent the body (10) from tilting up and down and right and left during flight, thereby improving flight stability.

In addition, the wing flap according to the present invention may further include a rudder 70 so as to change the flying direction to the left and right. Specifically, since the rudder 70 is hinged to the rear end of the vertical tail blade 50, the rudder 70 rotates about the hinge engagement shaft. At this time, since the rudder 70 is pivoted to the left and right of the moving body 10, the flying direction of the moving body 10 is changed to the left and right according to the rotating direction of the rudder 70.

On the other hand, a direction control unit 80 may be further included to control the rotation of the rudder 70 in accordance with the direction control signal transmitted by the user. More specifically, the direction control unit 80 includes a receiver 81, a servo motor 82, a connecting rod 83, a pinion gear 39a, a reduction gear 39b, a gear shaft 84, . Here, the receiver 81 receives the direction control signal to control the rotation direction of the servo motor 82, and the servo motor 82 transmits the rotation force to the gear shaft 84. At this time, since the gear shaft 84 is coupled to the reduction gear 39b, the pinion gear 39a is mounted on the shaft of the servo motor 82 and the reduction gear 39b is arranged to be engaged with the pinion gear 39a , And transmits the rotational force of the servo motor 82 to the gear shaft 84. On the other hand, a screw thread is formed on the outer surface of the gear shaft 84, and a hole is formed in the adjusting hole 85 while a thread is formed. Therefore, when the gear shaft 84 is inserted into the adjusting hole 85 and rotated, the adjusting hole 85 is moved along the gear shaft 84. At this time, since the control rod 85 and the rudder 70 are connected by the connecting rod 83, the rudder 70 rotates in the left and right direction in accordance with the rotation direction of the servo motor 82. However, the direction control unit 80 does not necessarily rotate the rudder 70 in the above-described manner, and the rudder 70 may be directly coupled to the servo motor 82 (not shown). Accordingly, the direction control unit 80 includes all means known in so far as it can receive the direction control signal and turn the rudder 70. [

7 is a perspective view of a winged flying vehicle according to a fifth embodiment of the present invention.

As shown in FIG. 7, the wing flap body according to the fifth embodiment of the present invention may further include a shock absorber 90 for absorbing impact at the time of a collision. This shock absorbing portion 90 is formed at the front end of the moving body 10 and absorbs impact generated when the front end of the moving body 10 collides with an obstacle or the ground. Therefore, the impact absorbing portion 90 may be formed of a material having an elastic force such as rubber, sponge, styrofoam or the like so as to facilitate shock absorption.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the same is by way of illustration and example only and is not to be construed as limiting the present invention. It is obvious that the modification or improvement is possible.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

10: body 20: wing
21: first wing 23: second wing
25: crossing axis 30:
31: motor 32: crank portion
33: crankshaft 34: spindle
35: first crank arm 36: second crank arm
37: first connecting rod 38: second connecting rod
39a: Pinion gear 39b: Reduction gear
40: control unit 50: vertical tail wing
60: horizontal tail wing 70: rudder
80: direction control unit 81: receiver
82: Servo motor 83: Connection rod
84: gear shaft 85: adjuster
90: shock absorber

Claims (13)

A fuselage having a predetermined length and capable of flying;
Wherein the first wing and the second wing cross each other and are formed in an X-like shape, and the first wing and the second wing are coupled to the body so as to be rotatable around the crossing axis, A plurality of wing portions disposed along the plurality of wing portions; And
A driving unit disposed in the body for rotating the first wing and the second wing such that the plurality of wings are independently flapped;
A wing flap body containing. The method according to claim 1,
A control unit receiving the control signal transmitted by the user and controlling the driving unit;
And a wing-like flying body further comprising: The method according to claim 1,
The wing portion
Wherein the first wing and the second wing repeatedly come close to each other and flap away. The method according to claim 1,
Wherein at least one of the plurality of wing portions has a different maximum angle formed by the first wing and the second wing when the first wing and the second wing are maximally unfolded. The method according to claim 1,
The driving unit includes:
A plurality of wing flap bodies, each of which is independently flapping the wing portions. The method according to claim 1,
The driving unit includes:
A motor for rotating the motor shaft; And
A crank portion that receives the rotational force of the motor shaft and rotates the first wing and the second wing;
A wing flap body containing. The method of claim 6,
The crank portion,
A crankshaft formed in a bar shape and disposed below the wing portion and perpendicular to the longitudinal direction of the moving body;
Wherein the crankshaft rotates with the crankshaft about the crankshaft through a rotation center;
A first crank arm formed at one end of the crankshaft;
A second crank arm formed at the other end of the crankshaft;
A first connecting rod rotatably coupled to the first crank arm at a lower end thereof and connected to the first wing at an upper end thereof and reciprocating in a vertical direction when the crankshaft rotates; And
A second connecting rod rotatably coupled to the second crank arm at a lower end thereof and connected to the second wing at an upper end thereof and reciprocating in a vertical direction when the crankshaft rotates;
A wing flap body containing. The method according to claim 1,
Wherein at least one of the plurality of wings is flapping at a different speed. The method of claim 8,
If the flapping speed of the front wing portion disposed on the front side of the moving body is higher than the flapping speed of the rear wing portion disposed on the rear side of the moving body among the plurality of the wing portions,
Wherein the moving body moves forward when the flapping speed of the front wing portion is slower than the flapping speed of the rear wing portion. The method according to claim 1,
A vertical tail blade protruding vertically upward from an outer surface of a rear end of the body; And
A horizontal tail blade projecting horizontally from both sides of the rear end of the body;
And a wing flap body further comprising: The method of claim 10,
A rudder hinged to a rear end of the vertical tail wing, the rudder turning left and right of the body;
And a wing flap body further comprising: The method of claim 11,
A direction controller for receiving a direction control signal transmitted by a user and controlling the rotation of the rudder;
And a wing flap body further comprising: The method according to claim 1,
An impact absorbing portion formed at a front end of the body and absorbing impact at the time of impact;
And a wing flap body further comprising:

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