CN112793779B - Amplitude transformer and aircraft using same - Google Patents
Amplitude transformer and aircraft using same Download PDFInfo
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- CN112793779B CN112793779B CN202110211897.2A CN202110211897A CN112793779B CN 112793779 B CN112793779 B CN 112793779B CN 202110211897 A CN202110211897 A CN 202110211897A CN 112793779 B CN112793779 B CN 112793779B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C33/00—Ornithopters
- B64C33/02—Wings; Actuating mechanisms therefor
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Abstract
The invention discloses a horn and an aircraft using the horn, belonging to the technical field of aircrafts, the horn comprises a double-crankshaft lever mechanism, a horn changer and a driving shaft, wherein the double-crankshaft lever mechanism and the horn changer are respectively provided with two sets, and the two sets of double-crankshaft lever mechanisms are respectively arranged at two ends of the driving shaft; one end of the double-crankshaft lever mechanism is connected with the crankshaft A, the other end of the double-crankshaft lever mechanism is connected with the crankshaft B, and the crankshaft A and the other end of the angle converter are connected with the driving shaft; the aircraft realizes wing flapping of two sides through two sets of double-crankshaft lever mechanisms and a protractor. The power component provides power source for the wing flapping, and the angle converter adjusts the wing flapping amplitude. The large-amplitude flapping wing can obtain the required lift force during takeoff, the small-amplitude flapping wing can maintain the flying height during flying, and the energy loss is reduced. The invention has flexible and convenient adjustment, can make the flight attitude of the bird closer to that of the bird, can adapt to different requirements on lift force and thrust in the flight process, and makes the whole process more energy-saving and efficient.
Description
Technical Field
The invention belongs to the technical field of aircrafts, and particularly relates to a horn and an aircraft using the horn.
Background
The ornithopter is an aircraft with wings capable of simulating wings of birds and insects to flap up and down, wherein the flapping wings not only generate lift force, but also can generate forward driving force, and is also called as a flapping wing aircraft. At present, the wing amplitude of the existing ornithopter is fixed, and more like a flapping fan, the existing ornithopter only obtains reaction force by tail swinging motion. In view of the difference of the requirements for the lift force and the thrust force in the flight process, the frequency of the flaring can be only changed to obtain larger thrust force and lift force, and the energy consumption is extremely high.
Disclosure of Invention
The invention aims to solve the technical problem that the flapping wing aircraft in the prior art obtains larger thrust and lift force by increasing the flaring frequency and has high energy consumption.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
a horn transformer comprises a double-crankshaft lever mechanism, a protractor used for adjusting wing amplitude and a driving shaft, wherein the driving shaft and the double-crankshaft lever mechanism are driven by a power component, the number of the double-crankshaft lever mechanism and the protractor is two, and the two double-crankshaft lever mechanisms are respectively arranged at two ends of the driving shaft; one end of the crankshaft A of the double-crankshaft lever mechanism and one end of the angle transformer are both connected with the driving shaft, and the other end of the angle transformer is connected with the crankshaft B at the other end of the double-crankshaft lever mechanism; the flapping of wings on two sides with the same amplitude or different amplitudes is realized through two sets of double-crankshaft lever mechanisms and angle changers.
Preferably, the double-crankshaft lever mechanism comprises a crankshaft a, a lever, a connecting rod and a crankshaft B, one end of the crankshaft a is coaxially fixed with the driving shaft, the other end of the crankshaft a is rotatably connected with the middle of the lever, one end of the connecting rod is rotatably connected with one end of the lever, the other end of the connecting rod is rotatably connected with one end of the crankshaft B, the other end of the crankshaft B is coaxially fixed with the driven shaft, and the driven shaft is driven by the angle transformer.
Preferably, the angle converter comprises a driving bevel gear, two adjusting bevel gears, two driven bevel gears and an installation frame, wherein the driving bevel gears and the driven bevel gears are oppositely arranged in the installation frame, the two adjusting bevel gears are oppositely arranged in the installation frame, and the driving bevel gears and the driven bevel gears are respectively meshed with the adjusting bevel gears on the two sides; the two side adjusting bevel gears are respectively connected with the speed regulating mechanism and used for changing the angles of the adjusting bevel gears; the other end of the transmission shaft for mounting the driving bevel gear penetrates through the mounting frame and is connected with the driving shaft through a bevel gear transmission assembly I; the other end of the central shaft for mounting the driven bevel gear penetrates through the mounting frame and is connected with the driven shaft through a bevel gear transmission assembly II; and the transmission shaft of the driving bevel gear, the rotating shaft of the adjusting bevel gear and the central shaft of the driven bevel gear are in running fit with the mounting rack.
Preferably, the speed regulating mechanism comprises an adjusting disc, an adjusting pull rod and an adjusting rod, one end of the adjusting rod is connected with a rotating shaft of the adjusting bevel gear, the other end of the adjusting rod is rotatably connected with the adjusting pull rod, the other end of the adjusting pull rod is hinged with the adjusting disc, and the adjusting disc is sleeved on the central shaft; the adjusting disc can be lifted on the central shaft and can drive the adjusting rod to rotate around the rotating shaft through the adjusting pull rod, so that the adjusting rod is driven to swing relative to the mounting frame, and the angle of the adjusting bevel gear relative to the driving bevel gear is changed.
Preferably, the mounting frame is a rectangular frame.
Preferably, the driven shafts are of a split structure, the bevel gear transmission assemblies II on two sides are respectively and correspondingly arranged on the driven shafts on two sides, and the crankshafts B of the two sets of double-crankshaft lever mechanisms are respectively and correspondingly arranged at the outer end parts of the driven shafts on two sides.
Preferably, the driving shaft is connected with the power component through a driving gear, and the two sets of angle changers are symmetrically arranged on two sides of the driving gear.
The invention also discloses an aircraft, which comprises a horn, wings and a fuselage, wherein the wings are connected with the horn, the horn adopts the horn with the structure, the horn and the power component are both arranged in the fuselage, and the wings are arranged outside the fuselage.
Adopt the produced beneficial effect of above-mentioned technical scheme to lie in: compared with the prior art, the invention drives the driving shaft and the crankshaft A at one end of the double-crankshaft lever mechanism to rotate through the power component, thereby providing a power source for wing flapping; meanwhile, the flapping amplitude of the wings is adjusted by using the angle transformer, the required lift force is obtained during takeoff by using the large-amplitude flapping wings and the large-angle variable pitch, the flying height during stable flying is maintained by using the small-amplitude flapping wings, and the energy loss is reduced; the aircraft realizes flapping of wings at two sides in the same amplitude or different amplitudes through two sets of double-crankshaft lever mechanisms and the angle transformers, is flexible and convenient to adjust, can enable the flying posture of the aircraft to be closer to birds, can adapt to different requirements on lift force and thrust in the flying process, and enables the whole process to be more energy-saving and efficient.
Drawings
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
FIG. 1 is a schematic structural diagram of a horn provided by an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a protractor and a speed regulating mechanism in an embodiment of the invention;
in the figure: 1-a drive shaft; 2-crankshaft a; 3-crankshaft B; 4-a lever; 5-a connecting rod; 6-driven shaft; 7-a drive bevel gear; 8-adjusting the bevel gear; 9-driven bevel gear; 10-a mounting frame; 11-a drive shaft; 12-bevel gear drive assembly one; 13-a central axis; 14-bevel gear drive assembly two; 15-adjusting the disc; 16-adjusting the pull rod; 17-adjusting the rod; 18-driving gear.
Detailed Description
The technical solutions in the embodiments of the present invention are clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The amplitude transformer shown in fig. 1 comprises a double-crankshaft lever mechanism, a protractor for adjusting the amplitude of wings and a driving shaft 1, wherein the driving shaft 1 and the double-crankshaft lever mechanism are driven by power components, the double-crankshaft lever mechanism and the protractor are respectively provided with two sets, and the two sets of double-crankshaft lever mechanisms are respectively arranged at two ends of the driving shaft 1; one end of the crankshaft A2 of the double-crankshaft lever mechanism and one end of the angle transformer are both connected with the driving shaft 1, and the other end of the angle transformer is connected with the crankshaft B3 at the other end of the double-crankshaft lever mechanism; the flapping of wings on two sides in the same amplitude or different amplitudes is realized through two sets of double-crankshaft lever mechanisms and the angle transformers, the requirements on lift force and thrust force in flight are met, the whole process is more energy-saving and efficient, and the whole process is closer to the flight attitude of birds.
In an embodiment of the present invention, as shown in fig. 1, the dual-crankshaft lever mechanism includes a crankshaft A2, a lever 4, a connecting rod 5 and a crankshaft B3, one end of the crankshaft A2 is coaxially fixed with the driving shaft 1, the other end of the crankshaft A2 is rotatably connected with the middle of the lever 4, one end of the connecting rod 5 is rotatably connected with one end of the lever 4, the other end of the connecting rod 5 is rotatably connected with one end of the crankshaft B3, the other end of the crankshaft B3 is coaxially fixed with a driven shaft 6, and the driven shaft 6 is driven by a resolver. The driving shaft drives the crankshaft A2 to rotate under the driving of the power part, and further drives the lever 4 to swing; meanwhile, the driven shaft 6 drives the crankshaft B3 to rotate, the lever 4 is connected with the crankshaft B3 through the connecting rod 5, the rotation angle difference of the crankshaft B3 relative to the crankshaft A2 can be adjusted through the angle converter, and therefore stroke adjustment of the free end of the lever is achieved. The following are two states of motion of crankshaft A2 and crankshaft B3:
when the difference between the rotation angles of the crankshaft A2 and the crankshaft B3 is 180 degrees, and the stroke of the crankshaft A2 is at the maximum point (the direction departing from the crankshaft B3), the crankshaft B3 pulls the connecting end of the lever 4 to the minimum, and the slide block stroke of the free end of the lever 4 is adjusted to the maximum. The flapping wings are large in lift force, and the aircraft is suitable for a non-stable takeoff state.
When the rotation angle difference between the crankshaft A2 and the crankshaft B3 is adjusted to be a small angle, the stroke of the slide block at the free end of the lever 4 is reduced, the flapping wing swings in a small amplitude, the lift force is small, and the flapping wing aircraft is suitable for a stable flight state.
In an embodiment of the present invention, as shown in fig. 1 and 2, the angle converter includes a drive bevel gear 7, an adjustment bevel gear 8, a driven bevel gear 9 and a mounting bracket 10, wherein the drive bevel gear 7 and the driven bevel gear 9 are oppositely disposed in the mounting bracket 10, the two adjustment bevel gears 8 are oppositely disposed in the mounting bracket 10, and the drive bevel gear 7 and the driven bevel gear 9 are respectively engaged with the adjustment bevel gears 8 at two sides; the two side adjusting bevel gears 8 are respectively connected with a speed regulating mechanism and used for changing the relative rotation angle of the driving bevel gear 7 and the driven bevel gear 9; the other end of a transmission shaft 11 for mounting the driving bevel gear 7 penetrates through the mounting frame 10 and then is connected with the driving shaft 1 through a bevel gear transmission assembly I12; the other end of a central shaft 13 for mounting the driven bevel gear 9 penetrates through the mounting rack 10 and then is connected with the driven shaft 6 through a bevel gear transmission assembly II 14; and a transmission shaft 11 of the driving bevel gear 7, a rotating shaft of the adjusting bevel gear 8 and a central shaft 13 of the driven bevel gear 9 are in running fit with the mounting rack 10. The speed regulating mechanism comprises a regulating disc 15, a regulating pull rod 16 and a regulating rod 17, one end of the regulating rod 17 is fixedly connected with a rotating shaft of the regulating bevel gear 8, and the regulating bevel gear 8 can be driven to rotate in the process of rotating the regulating rod 17; the other end of the adjusting rod 17 is rotatably connected with an adjusting pull rod 16, the other end of the adjusting pull rod 16 is hinged with an adjusting disc 15, and the adjusting disc 15 is sleeved on the central shaft 13; the adjusting disk 15 can move up and down on the central shaft 13 and can drive the adjusting rod 17 to swing relative to the mounting rack 10 through the adjusting pull rod 16, so as to drive the adjusting bevel gear 8 to change a certain angle relative to the driving bevel gear 7. Wherein, the tooth numbers of the driving bevel gear 7, the adjusting bevel gear 8 and the driven bevel gear 9 are the same. The structure is similar to the principle of a differential mechanism, and the working principle is as follows:
the adjusting rods 17 on the two sides rotate by an angle alpha (the adjusting rods rotate in opposite directions) relative to the mounting rack 10 by adjusting the position of the adjusting disc 15 on the central shaft 13, the adjusting bevel gear 8 is driven to rotate by the angle alpha relative to the driving bevel gear 7, the driven bevel gear 9 rotates by 2 alpha relative to the driving bevel gear 7, and the crankshaft B3 is driven to rotate by 2 alpha relative to the crankshaft A2. During takeoff, the rotation angle difference of the crankshaft B3 relative to the crankshaft A2 is 180 degrees, and the flapping wing amplitude is large; when the aircraft flies stably, the flapping wing amplitude is small, and the angle difference of the crankshaft B3 relative to the crankshaft A2 is correspondingly reduced; when the flapping wing is turned or rolled, the flapping wings on the two sides are respectively adjusted to different swing amplitudes, so that the overturning and turning can be realized. The specific working process is as follows:
when the adjusting disk 15 is not in position on the central shaft 13, the mounting rack 10 drives the central shaft 13 to rotate together with the transmission shaft 11, and at this time, the driving bevel gear 7, the adjusting bevel gear 8 and the driven bevel gear 9 in the mounting rack 10 are relatively static, that is, rotate together with the mounting rack 10. The transmission shaft 11, the mounting frame 10 and the central shaft 13 can be equivalent to a rotating shaft, power can be transmitted from the driving shaft 1 to the driven shaft 6 through the bevel gear transmission assembly I12 and the bevel gear transmission assembly II 14 at two ends, the crankshafts B3 at two ends of the transmission shaft 16 are driven to rotate, the crankshafts A2 and the crankshafts B3 rotate synchronously, and the difference of rotation angles is small. This condition applies to normal flight procedures.
When it is desired to adjust the flapping amplitude, the position of the adjustment disk 15 on the central shaft 13 is changed, while the adjustment disk 15 maintains a movement state along the central shaft 13 that is both rotational and translational, namely: in the process of the adjustment disc translating relative to the mounting frame, the adjustment disc also synchronously rotates along with the mounting frame. The two adjusting bevel gears 8 are driven by the adjusting rods 17 to rotate by an angle alpha relative to the driving bevel gear 7, namely, the adjusting bevel gears 8 rotate along with the mounting rack 10 and simultaneously rotate, so that the driven bevel gear 9 can rotate by 2 alpha relative to the driving bevel gear 7, and further the adjustment of the rotation angle of the crankshaft B3 relative to the crankshaft A2 is realized. After the angle is adjusted, the driving bevel gear 7 and the driven bevel gear 9 can rotate at the same speed under the static state of the adjusting disc. Examples are as follows:
the adjusting disk 15 moves horizontally for a certain distance along the central shaft 13, the adjusting rod 17 is adjusted from an initial position (defined as 0 degree when the adjusting pull rod and the adjusting rod are unfolded on a straight line) to an included angle of 45 degrees with the mounting rack 10, and the bevel gear 8 is adjusted to rotate for 45 degrees. The adjusting bevel gear 8 has two rotation forms: firstly, the mounting frame 10 and the adjusting disc 15 rotate, secondly, the bevel gear 8 rotates (driven by the adjusting rod), and the angle of the bevel gear 8 relative to the driving bevel gear 7 changes; the adjustment bevel gear 8 drives the driven bevel gear 9 to rotate 90 degrees (the adjustment rod rotates in the opposite direction) relative to the drive bevel gear 7, and finally an angle difference of 90 degrees is generated between the crank A and the crank B.
When the adjusting disc 15 is driven to gradually approach the mounting frame 10, the difference between the rotation angles of the crankshaft B3 and the crankshaft A2 can be gradually increased in the process that the adjusting lever 17 rotates relative to the mounting frame 10, so that the position changes of the connecting rod 5 and the lever 4 can be gradually changed, and the stepless adjustment of the flapping amplitude can be realized.
During specific manufacturing, the mounting frame 10 is a rectangular frame. The adjusting disk can be controlled by a steering engine hydraulic motor or other mechanisms to slide along the central shaft.
In another embodiment of the present invention, as shown in fig. 1, the driven shaft 6 is a split structure, the two bevel gear transmission assemblies 14 on two sides are respectively and correspondingly arranged on the driven shafts 6 on two sides, and the crankshafts B3 of the two sets of double-crankshaft lever mechanisms are respectively and correspondingly arranged on the outer end portions of the driven shafts 6 on two sides. The structure can realize the synchronous motion or different amplitude-variable motion of the levers on the two sides, and the adjustment is flexible and convenient without influencing each other. When the adjusting rods 17 of the two angle changers respectively adjust the angles, the cranks B on the two sides can respectively adjust different angles, so that the flapping wings on the left side and the right side have different swing amplitudes, and the turning can be realized.
In one embodiment of the present invention, as shown in fig. 1, the driving shaft 1 is connected to the power unit through a driving gear 18, and two sets of angle changers are symmetrically arranged on both sides of the driving gear 18.
The invention also provides an aircraft, which comprises a horn, wings and a fuselage, wherein the wings are connected with the horn, the horn adopts the horn with the structure, the horn and the power component are arranged in the fuselage, and the wings are arranged outside the fuselage. Any aircraft comprising a horn as described above is within the scope of the present invention. The aircraft adopting the scheme can select proper flapping wing amplitude based on different flight conditions, effectively improves flight efficiency, reduces energy consumption and is closer to the flight attitude of birds.
In conclusion, the invention has the advantages of simple and compact structure, convenient and quick amplitude variation adjustment and good flying effect, the adjusting disc is driven to slide along the central shaft to adjust the angle change of the bevel gear, so that the angle of the driving bevel gear relative to the driven bevel gear is changed, the rotation angle adjustment of the crankshaft B3 relative to the crankshaft A2 is realized, and finally, the free adjustment of the flapping wing amplitude is realized by changing the stepless increase and decrease of the stroke of the free end of the lever. The invention can make the flying attitude of the aircraft closer to birds, can adapt to the different requirements on lift force and thrust in the flying process, and makes the whole process more energy-saving and efficient.
In the description above, numerous specific details are set forth in order to provide a thorough understanding of the present invention, but the present invention may be practiced in other ways than those specifically described and will be readily apparent to those of ordinary skill in the art without departing from the spirit of the present invention, and thus the present invention is not limited to the specific embodiments disclosed above.
Claims (6)
1. A horn characterized by: the wing structure comprises a double-crankshaft lever mechanism, a protractor for adjusting wing amplitude and a driving shaft, wherein the driving shaft and the double-crankshaft lever mechanism are driven by a power component, the number of the double-crankshaft lever mechanism and the protractor is two, and the two double-crankshaft lever mechanisms are respectively arranged at two ends of the driving shaft; one end of the crankshaft A of the double-crankshaft lever mechanism and one end of the angle transformer are both connected with the driving shaft, and the other end of the angle transformer is connected with the crankshaft B at the other end of the double-crankshaft lever mechanism; flapping of wings on two sides in the same amplitude or different amplitudes is realized through two sets of double-crankshaft lever mechanisms and angle transformers; the double-crankshaft lever mechanism comprises a crankshaft A, a lever, a connecting rod and a crankshaft B, one end of the crankshaft A is coaxially fixed with the driving shaft, the other end of the crankshaft A is rotatably connected with the middle of the lever, one end of the connecting rod is rotatably connected with one end of the lever, the other end of the connecting rod is rotatably connected with one end of the crankshaft B, the other end of the crankshaft B is coaxially fixed with the driven shaft, and the driven shaft is driven by the angle transformer; the angle converter comprises a driving bevel gear, two adjusting bevel gears, two driven bevel gears and a mounting frame, wherein the driving bevel gears and the driven bevel gears are oppositely arranged in the mounting frame, the two adjusting bevel gears are oppositely arranged in the mounting frame, and the driving bevel gears and the driven bevel gears are respectively meshed with the adjusting bevel gears on the two sides; the two side adjusting bevel gears are respectively connected with the speed regulating mechanism and used for changing the angle of the adjusting bevel gear; the other end of the transmission shaft for mounting the driving bevel gear penetrates through the mounting frame and is connected with the driving shaft through a bevel gear transmission assembly I; the other end of the central shaft for mounting the driven bevel gear penetrates through the mounting frame and is connected with the driven shaft through a bevel gear transmission assembly II; and the transmission shaft of the driving bevel gear, the rotating shaft of the adjusting bevel gear and the central shaft of the driven bevel gear are in running fit with the mounting rack.
2. The horn of claim 1, wherein: the speed regulating mechanism comprises a regulating disc, a regulating pull rod and a regulating rod, one end of the regulating rod is connected with a rotating shaft of the regulating bevel gear, the other end of the regulating rod is rotatably connected with the regulating pull rod, the other end of the regulating pull rod is hinged with the regulating disc, and the regulating disc is sleeved on the central shaft; the adjusting disc is lifted on the central shaft to drive the adjusting rod to swing relative to the mounting frame, and the angle of the adjusting bevel gear relative to the driving bevel gear is changed.
3. The horn of claim 1, wherein: the mounting frame is a rectangular frame.
4. The horn of claim 1, wherein: the driven shafts are of a split structure, the bevel gear transmission assemblies II on two sides are respectively and correspondingly arranged on the driven shafts on two sides, and the crankshafts B of the two sets of double-crankshaft lever mechanisms are respectively and correspondingly arranged at the outer end parts of the driven shafts on two sides.
5. The horn of claim 1, wherein: the driving shaft is connected with the power component through the driving gear, and the two sets of angle changers are symmetrically arranged on two sides of the driving gear.
6. The aircraft comprises a horn, wings and a fuselage, wherein the wings are connected with the horn, and the aircraft is characterized in that: the horn is as in any one of claims 1-5, the horn and the power component both being disposed within the fuselage.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110211897.2A CN112793779B (en) | 2021-02-25 | 2021-02-25 | Amplitude transformer and aircraft using same |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110211897.2A CN112793779B (en) | 2021-02-25 | 2021-02-25 | Amplitude transformer and aircraft using same |
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| Publication Number | Publication Date |
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| CN112793779A CN112793779A (en) | 2021-05-14 |
| CN112793779B true CN112793779B (en) | 2022-11-18 |
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Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB191123585A (en) * | 1911-10-25 | 1912-10-25 | Hermann Hassenbach | Controlling Apparatus for Wings of Aerial Machines. |
| US6206324B1 (en) * | 1999-08-30 | 2001-03-27 | Michael J. C. Smith | Wing-drive mechanism, vehicle employing same, and method for controlling the wing-drive mechanism and vehicle employing same |
| JP2006150994A (en) * | 2004-11-25 | 2006-06-15 | Fuji Kiko Co Ltd | Variable steering angle mechanism using differential gear device |
| FR2921340B1 (en) * | 2007-09-20 | 2011-09-09 | Univ Paris Sud | FLYING WING ENGINE |
| EP2675708A4 (en) * | 2011-02-17 | 2014-09-10 | Georgia Tech Res Inst | Hovering and gliding multi-wing flapping micro aerial vehicle |
| CN102616375B (en) * | 2012-04-09 | 2015-04-01 | 上海交通大学 | Bevel gear four-wing type flapping wing mini-aircraft |
| US9573681B2 (en) * | 2014-02-14 | 2017-02-21 | Michael J. C. Smith | Wing-drive mechanism with unidirectional drive |
| CN105644783A (en) * | 2016-02-26 | 2016-06-08 | 北京航空航天大学 | Flapping wing robot capable of automatically adjusting flapping amplitude values of left wing and right wing |
| CN108750104B (en) * | 2018-04-17 | 2021-05-25 | 南京航空航天大学 | Flapping wing aircraft with self-adaptive and actively twisted wings |
| CN110615099B (en) * | 2019-09-20 | 2024-05-03 | 长安大学 | Flapping torsion amplitude-variable two-degree-of-freedom flapping wing mechanism and aircraft thereof |
| CN111301677A (en) * | 2020-02-29 | 2020-06-19 | 南京航空航天大学 | Eight-wing flapping wing aircraft capable of hovering and flight control method thereof |
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