RU2222476C2 - Flapping-wing aircraft - Google Patents

Abstract

FIELD: heavier-than-air flying vehicles. SUBSTANCE: proposed flapping-wing aircraft has case, front and rear wings, supports for rotation of wings, tail section, engine and gearbox. Provision is made for cardan transmissions which form constant horizontal position of wing base during rotation together with wing rotation supports. Front and rear wings have different areas; they rotate in one direction at 180-deg. phase shift over generatrix of taper surface at vertex in center; provision is also made for cyclic self-regulation of angular position of each wing in the course of rotation at oscillatory longitudinal and longitudinal process. EFFECT: enhanced stability of flight. 23 dwg

Description

 The invention relates to aircraft.

 As a prototype known aircraft containing flapping wings with a drive and mechanisms for changing the spatial position of the wing and amplitude characteristics, including a system of gears. At the same time, the aircraft has a strictly defined position of the center of gravity and is equipped with steering wheels (see German Patent 631429, CL 62 B 33, 1934). Also known as LA - US Patent 2021627, cl. 244-11, 1935, the characteristics of which are significantly lower than the previous one.

 The proposed aircraft under the name Makholet is distinguished by its simplicity, a rigid dynamically balanced gear drive system and wings, which are absolutely symmetrical to the axis of the structure. In addition, all the dark places of this scheme are explained theoretically at an elementary level.

The invention is illustrated by drawings, where figure 1 shows a schematic diagram of a mahogany; figure 2 - diagram of the actuator mechanism of the mahogany; figure 3 - angular parameters of the initial position of the wings of the flight; in FIG. 4 - support rotation of the wing; figure 5 - the trajectory of the links of the mechanism of rotation of the wing; figure 6 - mounting of the wing to the base; Fig.7 is the position of the center of gravity of the mahogany; on Fig is a diagram of the movement of the periphery of the wing; in FIG. 9 is a diagram of the resulting lifting forces; figure 10 - distribution of forces; figure 11 is a sequence diagram of the forces; on Fig - movement of the center of gravity; on Fig - a possible location of the center of gravity; on Fig - balance design; on Fig - evolution of movements in control; in Fig.16 is a combination of the parameters of the lifting force; on Fig - system of forces with vertical take-off and landing; on Fig - trajectory of the periphery of the wings; on Fig is a diagram of the resultant forces; in Fig.20 is a diagram of the regulation of the relationship between C _x and C _y ; on Fig - the resulting diagram of the forces; in FIG. 22 - shift of the crankshaft on the first pair of wings; on Fig - power take-off for all types of control.

 In Fig. 1 it is indicated: 1 - wing base, 2 - wing rotation support, 3 - cardan drive, 4 - crankshaft 1, 5 - load, 6 - control unit, 7 - bevel gear 1, 8 - body, 9 - intermediate shaft, 10 - bevel gear 2, 11 - crankshaft, 12 - shaft, 13 - clutch, 14 - frame body, 15 - gearbox, 16 - engine, 17 - tail section.

Schematic diagram
This is the beginning of the description of the scheme of the subtle, because it shows not the wings, but the wing base or, in another way, the wing seat of FIG. 1.

 The design begins with the tail part 17, on which the frame 14 is located. The engine 16 and the gearbox 15 are mounted on the frame. The clutch 13 connects the engine and the gearbox to the shaft 12 and the bevel gear 10, which is connected through the intermediate shaft 9 to the bevel gear 7. both bevel gears 10 and 7 have a crankshaft 11, 4. At the ends of the crankshafts are cardan gears 3 (4 pcs.), which transmit rotation to the wing base 1 (4 pcs.) through the wing rotation support 2 (4 pcs.). In Fig.1, the cardan transmission and the wing rotation support are shown conditionally, they are shown in detail in Fig.2.

 What is the advantage of this scheme: firstly, in the rigidity of the gear drive and in the flexible-rigid connection of the wings and the drive, secondly, in symmetry and dynamic balance, and thirdly, in exceptional simplicity. This simplicity allows you to avoid losses during the operation of this design, which is very important, since the main loss of efficiency occurs on the wings, i.e. in the actuator. Moreover, it must be said that this scheme ensures the movement of the wing base simultaneously along a conical path, and constant in the horizontal position of the base 1 itself (Fig. 1).

 Let us consider in more detail the work of the wings.

Angular parameters of the initial position of the wings
Consider the conical trajectories of the wings and their initial position on them.

So, the flywheel with one pair of wings rotating in one direction along a conical path through 180 ^o , as shown in Fig.3. The positions of the wings 1 and 2 in figure 3 correspond to the initial, where 3 is the axis of symmetry of the structure.

The area of the front wing is greater than the area of the rear wing S ₁ > S ₂ .

Wing rotation support
Let us consider in more detail the operation of the wing rotation mechanism, which in general is a diagram of the operation of the oar. So, in figure 4 we have: 7 - a bevel gear wheel, 4 - a crankshaft, 3 - cardan gear, 2 - a wing rotation support, 1 - a wing base.

 Wheel 7 transmits rotation through the crankshaft 4 to the driveline 3, the second half of which is rigidly connected to the wing support 2, on which the console is located - the wing base 1. Since the rotation support (oarlock) has the ability to rotate in 2 mutually perpendicular planes, then it transfers rotation to the wing base 1 along a conical path as a generatrix of the surface of the cone, which in turn is in a horizontal position. The very support of rotation of the wing 2 is the apex of the cone.

 Why do you need a horizontal position of the wing base.

 It is necessary for the formation of the correct movement of the wing along a closed circular path, to obtain lifting force, i.e. for a positive effect.

 For clarity, the trajectories of the links of the wing rotation mechanism in Fig. 5 are shown.

Wing, base mounting scheme
The method of attaching the wing to the base can be shown as follows: Fig.6.

 In the main view of FIG. 6, we have: 1 — wing base, 27 — wing itself. Here you can see that the wing is attached to the base at 3 points. At 2 points with the help of loops 19 and at one point with the help of springs 20, abutting against the console 21 of the wing base. At the same time, it must be said that the console and springs play the role of a soft rocking chair, since the wing itself will be self-installing in the course of its work. This condition plays a major role in obtaining a positive effect of this design.

 Further, in view A, we have a stem 22 and two springs: upper 23, lower 24. In the view of section B-B, we have three spring stops 25 and two disk washers 26 on the stem, since the wing swing should have certain limits within the framework of stable operation designs.

At the same time, one very significant detail needs to be added: the distribution of the areas and the center of gravity of the wing on the wing itself relative to the hole of the loop 19, the location of the wing on the base. From the drawing (Fig.7), it follows that l ₂ > l ₁ , and the center of gravity is located on the side of size l _{2 to the} right of the axis of the hole loop 19.

The trajectory of the wing periphery at a speed of V = 0
Consider the movement of the periphery of the wing in a circular path, Fig. 8.

 This drawing shows the operation of the periphery of the wing in a circular path. The combination of the impact on the parts of the wing of the oncoming air currents and centripetal forces forces it to take a certain position.

 Around somewhere at points 1 and 2, these positions are switched.

For example, at point 1, part of the winged wing l ₂ under the action of centripetal forces goes up to the stop on the axis of the damper;
at point 2 - on the contrary, part of the wing l ₂ under the influence of the same forces goes down to the lower stop.

Again, recall that l ₂ > l ₁ and that point 1 corresponds to the selected angle of attack of the wing, at which C _x - max, and point 2 corresponds to the selected angle of attack, at which C _x - max of Fig. 8.

So, in one wing cycle or revolution we have C _x and C _y , which means we have lift and, therefore, a positive effect.

It is formed by the correct position of the wing, in which there is no interference when the wing moves in a circle (cycle) and during translational motion (in flight). The received positive impulse in the form of C _x and C _y for one revolution represents the positive work of this scheme.

In FIG. Figure 9 shows a graphical picture of the resulting lifting forces during the rotation of the wing along a circular path, where C _y is created mainly in the range from 60 to 230 ^o , and C _x - in the range from 180 ^o to 320. Actually, the picture is a bit more complicated, but in general it is approximately the same and gives the right to believe that the resulting lifting force corresponds to its graphic image.

SUMMARY OF THE INVENTION
Strictly speaking, the process that was considered here refers to the wave.

The wave is the wing itself, which cyclically changes the angle of inclination (attack), while the working surfaces create a lifting force: С _y - is created by the inner part of the wing, С _x - is the outer one. That is, both surfaces of the wing are working.

 Summing up, we conclude that the movement of the wings here is a wave and cyclic (non-linear) process.

Makholet. Distribution of resultant forces over wings
Another important issue of this design is the question of the position of the center of gravity. If we bring all the forces acting on the wings to the resultant forces, we get in Fig. 10 the following picture of forces.

Moreover, these forces in time act one after another. First, C _y1 , then C _x1 , then through 180 C _y2 , then C _x2 .

And you need to recall that the wing area 1 is larger than the wing area 2:
S ₁ > S ₂ .

 As a result of this, when the wings move during the flap, there will be a constantly changing roll, and when pushing away, there will be a constantly changing turn.

 All this happens as a constant oscillatory process in the transverse and longitudinal directions in mutually perpendicular planes (relative to the axis of symmetry 3, figure 10).

Makholet. Mechanical analogue (model)
Abstracting from the real construction of figure 10 to the model, we obtain the following diagram with the same sequence of action of forces, hell. 9 of Fig. 11.

 As a result, it turns out that the center of gravity of view A moves along the spatial cycloid of Fig. 12. And in a real design, this spatial cycloid is very elongated along the axis, because superimposed forward movement, which we discarded.

Therefore, c. real design involved in 2 movements:
a) rectilinear, c) cycloid and is located as follows in Fig.13.

What is this kind of movement for?
It is needed for stability, to compensate for the imbalance of forces during the operation of the wings, because the distribution pattern of these forces is not entirely symmetrical.

Macholet, symmetrical design
Another very important question is the dynamic balance of the design. Obviously, the labor turnover should be quite large, so this question is not superfluous. This question can be answered quite easily if the rule of longitudinal or axial symmetry is applied.

 In Fig. 1, we shift and combine two bevel gears and wings along the axis 3. We obtain a picture of Fig. 14.

 We get a completely symmetrical picture, which proves the balance of the structure itself, its balance.

Flight control unit
The control unit 6 carries out all the necessary movements, evolution within the operational need and the possibility of this design (figure 1). The requirements for controlling the aircraft are very stringent, so its viability depends on the simplicity and convenience of controlling the aircraft.

 Consider each type of movement and justify the ways of its execution.

 a) Take-off and landing vertically.

 c) Take-off and landing along the glide path.

 c) Flight in a straight line.

 d) Flying to the right, to the left.

 e) Flight in ascending, descending line.

a) Take-off and landing vertically
1. Takeoff and landing vertically are possible in the absence of a horizontal component of the lifting force or its insignificant value.

Then, as C _y - max. How to achieve such a combination of parameters. In FIG. 8, the trajectory of the wing in a circle was considered when (aircraft speed) ± 0. The desired combination of lift parameters when С _x = 0, С _y = max, is shown in Fig. 16.

 The main thing here is the shift of the center of gravity (t.t.) in comparison with the trait. 10 of FIG. 13 inward between the centers of rotation of the wings along the axis of symmetry 3 (closer to the second wing) Fig.17.

This shift determines the appearance of the θ angle of elevation of the axis of symmetry 3 of Fig. 4 (tipping), as a result of which the resultant system of forces leads to the desired result V = 0, C _x = 0, C _y = max.

 The trajectories of the wings (figure 4, 1 and 2) are circular, because translational motion and speed of the aircraft are equal to zero.

 On Fig shows the resultant system of forces during vertical take-off and landing, from which it is clear that the presence of the tipping angle satisfies our condition C = 0.

Indeed, C _x1 + C _x2 -P _x = 0, where P _x is the component of the weight of the structure, acting along the axis of symmetry 3, like C _x1 and C _x2 , only in the other direction.

2. The same result can be obtained without changing the position of the center of gravity. It is necessary to create an angle of elevation of the axis of symmetry (tipping angle) by lifting the housing 8 along the sector 18 to the top of Fig. 23. As a result, we obtain the same force pattern With _y = max C _x = min.

c) Takeoff and landing along the glide path
1. Takeoff and landing on the glide path are possible in the presence of C _x and C _y , as well as a sufficient amplitude and frequency of rotation of the wings.

 The initial scheme of the Mahollet in Fig. 1 allows the structure to take off and land along the glide path, because the above factors are present there.

 It must be emphasized that in the case when the speed of the aircraft is V> 0, the trajectory of the wing changes. How this happens is shown in FIG. The trajectories of the wings occur along elliptical curves: forward along the extended, backward along the compressed.

 The trajectories of the periphery of the wings, the position of the center of gravity, see FIG. 18, where 1, 2 are the trajectories of the periphery of the wings, θ is the angle of inclination of the axis of symmetry forward counterclockwise.

 Here you can see that the center of gravity is shifted forward in the direction of the 1st wing. That is why there is a tilt angle.

The presence of the glide path implies a significant value of C _x , which is confirmed by the resultant force diagram of Fig. 19, where C _x = C _x1 + C _x2 + P _x , and P _x is the component of the weight of the structure acting in the same direction with C _x1 and C _x2 along the axis symmetry 3. Thus, the selected scheme is suitable for the movement of aircraft along the glide path, which is confirmed theoretically.

 2. The same result can be obtained without changing the position of the center of gravity of the traits. 10, i.e. not using the center of gravity. It is necessary to create an angle of inclination of the axis of symmetry, FIG. 18, by lowering the housing 8 along the sector 18 downward, FIG. 23. As a result, we get the same power picture.

c) direct flight
1. Flight in a straight line is associated with the need to adjust the ratio between C _x and C _y , because sufficient to maintain the flight With _y created due to the angle of attack of the wing. Therefore, its C, created by the wing flap, must be reduced. How to do this is shown in Fig. 20, where 1, 2 are the trajectories of the periphery of the wings, θ is the angle of inclination of the axis of symmetry 3 counterclockwise, and the center of gravity is extended outside the first wing.

Here, the angle of inclination is greater than in the previous case, but the forward speed is greater than that of the glide path. However, all this was done within the framework of maintaining the angle of attack of the wing positive, but minimal. After these measures, the resulting system of forces, Fig.21, varies significantly in the direction of increasing C _x and decreasing C _y and this follows from the formula
C _x = C _x1 + C _x2 + P _x , where P _x is the component of the weight of the structure, acting in the same direction as C _x1 and C _x2 . The value of P _x in this case is greater than that of the glide path, because the angle of inclination of the axis of symmetry 3 is larger with respect to the velocity vector.

It should be recalled that moving the center of gravity forward also affects the increase in the value of C _x according to the previous discussion on this topic in FIG. eleven.

 2. The same result can be obtained without changing the position of the center of gravity, ie not using the center of gravity. It is necessary to create the angle of inclination of the axis of symmetry, hell. 15, by lowering the housing 8 along the sector 18 downward, FIG. 23. As a result, we get the same power picture. Thus, there are at least two ways to address the issue of flight control.

d) Flying right, left
The flight to the right, to the left is carried out by a shift on the first pair of wings of the crankshaft 4, Fig. 1, to the left or to the right.

 What we achieve by this. On the left we have the amplitude and the cone angle is larger than on the right. Hence, it is natural to turn to the right and vice versa, Fig. 22.

 And in general, shifting the crankshaft to the side, we either increase or decrease the amplitude of rotation of the wings.

 This, of course, requires an appropriate study of the design of the crankshaft.

e) Flight in ascending, descending lines
Why do you need such a flight. It is needed for quick climb or descent, or aerial acrobatics. How this can happen is shown in FIG.

 The housing 8 (Fig.23) has the ability to rise and fall along the sector 18 and bevel gear 10 of Fig.1 up, down. Naturally, such movements will be accompanied by either a quick climb or a decrease.

 Power take-off for all types of control will occur from the gearbox engine (16, 15 of FIG. 1) of FIG. 23 through the control unit and to actuators that affect the position of the structure in flight. Improvements related to flight control are simple and make up no more than 25% of the complexity of the main scheme, which in general does not particularly increase the cost or complicate the final task.

 From the information confirming the materiality of the invention, I can refer to living organisms existing in nature that use flywheel. Why is it not mastered by human practice? Apparently she applied too elementary efforts for its development, without going into the depth and essence of this problem. Indeed, in nature, at first glance, everything is so simple: picked up and made.

 But not everything is simple. This work may confirm this.

Claims (1)

A machine that contains a body, front and rear wings, supports for rotating the wings, a tail, an engine and a gearbox, characterized in that it has cardan transmissions, which, together with the supports for rotating the wings, create a constant horizontal position of the wing base when it rotates, front and rear the wings are made different in size, rotate in one direction, forward with a phase shift of 180 ° along the generatrix of the conical surface with a vertex in the middle, with cyclic self-regulation of the angular position of each wing in the process of rotation tion, with oscillatory longitudinal and transverse processes.

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