JP4986212B2 - Flapping airplane - Google Patents

Description

  The present invention relates to a flapping airplane.

  2. Description of the Related Art Conventionally, various aircraft that fly by generating lift on a wing using thrust generated by a propulsion device have been proposed. Aircraft that can be carried by humans include a fixed-wing aircraft that generates lift by the main wings fixed to the fuselage and generates thrust by a propulsion device such as an engine, and lift and thrust by rotating multiple blades around the rotation axis. Rotor wing aircraft that generate

  In addition, before the completion of the fixed wing aircraft and the rotary wing aircraft described above, the development of “flapping airplanes” that generate lift and thrust by flapping part or all of the wings like birds has been underway.

At present, a flapping airplane configured to couple a main motion (flapping motion) that raises and lowers a wing and a secondary motion (feathering motion) that changes the pitch angle of the wing has been proposed. (For example, refer to Patent Document 1 and Patent Document 2.) There has also been proposed a flapping airplane in which the rotational force of a motor is transmitted to a wing via a power transmission mechanism such as a crank to make the wing flutter (see, for example, Patent Document 3). In recent years, there has also been proposed a technique that allows twisting of a blade during flapping by connecting the leading edge portion of the blade upper surface and the blade lower surface while separating the trailing edge portion (for example, non-patent literature). 1).
JP 2003-135866 A JP 2005-119658 A JP 2005-288142 A JDDeLAURIER, “Aerodynamic model for flapping-wing flight”, Aeronautical Journal, (USA), April 1993, p. .125-161

  When conventional techniques such as those described in Patent Document 1 to Patent Document 3 and Non-Patent Document 1 described above are employed, a comparison that can be used as a small flying object such as a play model or a disaster area survey, for example. You can get a small flapping airplane.

  However, even if the above-described conventional technology is adopted, it is still difficult to obtain a relatively large flapping airplane that carries humans and flies like fixed-wing aircraft and rotary-wing aircraft. In order to complete a large flapping airplane that humans can ride on, it was necessary to develop an original and innovative flapping mechanism that was distinct from the conventional technology so as to generate significantly higher lift and thrust. It was.

  The present invention has been made in view of such circumstances, and has a very original and innovative flapping mechanism, and in the future, to provide a relatively large flapping airplane that can fly with humans on board. With the goal.

  In order to achieve the above object, a flapping airplane according to the present invention is a flapping airplane comprising a fuselage, a wing attached to the fuselage, and a flapping mechanism for realizing flapping motion of the wing. A shaft member fixed to the fuselage with the upper end positioned closer to the rear of the aircraft and the lower end positioned closer to the front of the aircraft; A moving member connected to the blade root portion of the wing via a hinge portion, a drive unit for reciprocating the moving member, and the fuselage and the wing are connected. A blade support member that supports a position separated from the blade root portion by a predetermined distance and makes the blade rotatable in the vertical direction and the front-rear direction with a connection portion with the blade as a fulcrum. Along the shaft member By reciprocating the wing, the wing root of the wing is reciprocated between the rear upper side position and the front lower side position so that the wing is rotated up and down around the fulcrum to realize the flapping motion. At the same time, the wing is rotated back and forth around the fulcrum to realize the lead lug motion.

  By adopting such a configuration, it is possible to perform flapping flight while simultaneously realizing the wing flapping motion and the wing lead lug motion. For example, it is possible to increase the relative speed of the wing with respect to the air by realizing the lead movement that moves the wing from the rear to the front at the same time as realizing the downstroke movement of the wing. it can. On the other hand, by realizing a lag motion that moves the wing from the front to the rear at the same time as realizing the wing launch motion, the relative speed of the wing to the air can be reduced, so downforce occurs when the wing is launched In some cases, the size can be reduced.

  In the flapping airplane, a drive unit having a rotational drive device that generates a rotational force and a power conversion device that converts the rotational force of the rotational drive device into a reciprocating motion in the vertical direction and transmits it to the moving member is adopted. Can do. In particular, it is preferable to employ an engine as the rotational drive device.

  Employing such a configuration can generate much greater power than rubber or motors that were the driving sources of conventional flapping airplanes, enabling the aircraft to be enlarged and allowing humans to board the aircraft. Can be realized.

  In the flapping airplane, a first elastic tubular member extending from the blade root to the wing tip and disposed in the vicinity of the leading edge of the wing, and a first elastic tubular member extending from the blade root to the wing tip. A second elastic cylindrical member disposed rearward of the member, and the second elastic cylindrical member has higher flexibility than the first elastic cylindrical member, with the fulcrum as a center. It is preferable to employ a wing that performs a flapping motion by rotating up and down and simultaneously performs a feathering motion due to the difference in flexibility between the first and second elastic cylindrical members.

  When such a configuration is adopted, the feathering motion can be realized simultaneously with the flapping motion due to the difference in flexibility between the two types of elastic cylindrical members constituting the wing and the action of the aerodynamic force. Specifically, the wing portion (for example, the middle portion in the chord direction) in which the second elastic cylindrical member having high flexibility is arranged by the action of aerodynamic force when the wing is launched and lowered is used as the first wing portion. The blade can be bent larger than the leading edge portion where the elastic cylindrical member is disposed. That is, by using a vertical aerodynamic force acting when the wing is launched and lowered, a virtual axis existing between the first elastic cylindrical member and the second elastic cylindrical member is used as a feathering axis. The pitch angle can be changed. Further, when the wing is launched, the first elastic cylindrical member is arranged in the wing portion (for example, the middle portion in the chord direction) where the second elastic cylindrical member having high flexibility is arranged by the action of aerodynamic force. Therefore, when the blade is launched, the angle of attack of the blade can be increased, and an upward lift force can always be generated.

  In the flapping airplane, a pipe made of CFRP (Carbon Fiber Reinforced Plastics) can be adopted as the first and second elastic cylindrical members.

  According to such a configuration, since the wing is configured using a lightweight and high-strength CFRP pipe, it is possible to reduce the weight of the entire aircraft.

  In the flapping airplane, a rim having an airfoil of a predetermined shape and having a through hole through which the first and second elastic cylindrical members are inserted, and a plurality of rims arranged along the wing length direction, and outer peripheries of these rims It is possible to employ a wing having an outer skin portion provided so as to cover the wing and forming an upper surface and a lower surface of the wing. When such a configuration is adopted, the outer skin portion may be configured to allow relative movement of the outer skin portion on the lower surface side of the blade with respect to the outer skin portion on the upper surface side of the blade when the flapping motion of the blade is realized. preferable.

  By adopting such a configuration, the entire blade has an airfoil of a predetermined shape, so that a larger lift force and thrust can be generated. Therefore, it is possible to increase the glide ability (lift-drag ratio) of a flapping airplane, so that it is possible to further reduce energy consumption during flight and to fly a large and heavy aircraft that can carry a person on board. It becomes possible. Further, when the flapping motion of the blade is realized, the relative movement of the outer skin portion on the lower surface side of the blade with respect to the outer skin portion on the upper surface side of the blade is allowed, so that twisting of the blade can be facilitated. Accordingly, it is possible to effectively realize the feathering motion together with the blade flapping motion.

  In the flapping airplane, the wing skin part is divided into two or more skin parts in the wing length direction, and these skin parts are connected with a slight gap therebetween to realize the wing flapping motion. In this case, one outer skin portion can be configured to be relatively movable with respect to other adjacent outer skin portions.

  When such a configuration is adopted, when realizing the flapping motion of the wing, one skin portion is moved relative to another adjacent skin portion (for example, one skin portion is moved with respect to another skin portion). It can be moved close and separated or rotated). Accordingly, it is possible to effectively realize the lead lug motion together with the blade flapping motion.

  Further, the flapping airplane may be provided with a down assisting means for storing the kinetic energy at the time of launching the wing and using the stored energy when the wing is lowered. As the down assisting means, it is possible to adopt a means that converts the kinetic energy at the time of launching the wing into elastic energy and stores it, and uses this stored elastic energy at the time of down the wing.

  When such a configuration is adopted, the kinetic energy at the time of launching the wing can be effectively used as the energy required when the wing is lowered. It is also possible to reduce the energy required for flapping flight.

  According to the present invention, it is possible to obtain a relatively large flapping airplane that has an original and innovative flapping mechanism that generates a significantly large lift and thrust, and can fly with humans in the future. Is possible.

  Hereinafter, a flapping airplane according to an embodiment of the present invention will be described with reference to the drawings.

  First, the configuration of the flapping airplane according to the present embodiment will be described with reference to FIGS.

  As shown in FIGS. 1 to 4, the flapping airplane 1 includes a body 10 constituted by a plurality of pipes, a flapping wing 20 and a tail wing 30 attached to the airframe 10, and a flapping mechanism for realizing flapping motion of the flapping wing 20. In addition, an elastic member 50 that stores kinetic energy when the flapping wing 20 is launched and is used when the flapping wing 20 is lowered is provided.

  As shown in FIGS. 1 to 4, the airframe 10 has four front and rear pipes (11 </ b> U, 11 </ b> D, 11 </ b> R, 11 </ b> L) that are arranged vertically and horizontally so as to extend in the front-rear direction, and extends in the left-right direction. Of the two left and right pipes (12F, 12R) that are arranged in the front and rear and connect the left and right front and rear pipes (11R, 11L), the front end of the upper front and rear pipes (11U) and A front reinforcing pipe group (13) that connects the front end of the lower front and rear pipes (11D) and the front end of the left and right front and rear pipes (11R, 11L) and connects the front end, and the upper front and rear pipes The predetermined position of (11U) and the rear end of the left and right front and rear pipes (11R, 11L) are connected, and the rear end of the lower front and rear pipe (11D) and the rear end of the left and right front and rear pipes (11R, 11L) Part and ream Rear reinforcing pipe group of (14), a frame is composed like. The pipes constituting the body 10 are rigidly coupled so as not to be deformed by the flapping motion of the flapping wing 20. A flapping wing 20 and a tail wing 30 are attached to the airframe 10, and a driving unit 42 (described later) for driving the flapping wing 20 is mounted. In the present embodiment, a pipe prepared from a metal such as iron or stainless steel is employed.

  The flapping wings 20 are attached to the left and right sides of the airframe 10 as shown in FIGS. 1 to 3, and are driven by a flapping mechanism described later to make a composite flapping motion (flapping motion, feathering motion, and lead lug motion). I do. The flapping wing 20 extends from the blade root portion to the blade tip portion and is a pair of left and right first carbon pipes 21 disposed near the blade leading edge, and extends from the blade root portion to the blade tip portion and extends from the first carbon pipe 21. Also, a pair of left and right second carbon pipes 22 arranged at the rear, an airfoil having a predetermined shape, and an insertion hole through which the first and second carbon pipes 21 and 22 are inserted have a plurality along the blade length direction. The rim 23 is disposed, and the outer skin portion 24 is provided so as to cover the outer periphery of the rim 23. In the present embodiment, the aspect ratio of the flapping wing 20 (the ratio between the length in the blade length direction and the average length in the chord direction) is set to about 9.4. The aspect ratio of the flapping wing 20 is preferably set to 6 or more.

  Each of the first and second carbon pipes 21 and 22 is a cylindrical member made of CFRP (Carbon Fiber Reinforced Plastics), and is light and high in strength, and has appropriate elasticity and flexibility. . That is, the first and second carbon pipes 21 and 22 function as the first and second elastic cylindrical members in the present invention, respectively. 2 to 4, the first and second carbon pipes 21 and 22 are attached to the airframe 10 via a flapping mechanism to be described later, and are provided near the blade root by driving the flapping mechanism. It rotates in the up-down direction around a rotation axis extending in the front-rear direction. Thereby, the flapping motion of the flapping wing 20 becomes possible. Further, the second carbon pipe 22 has higher flexibility than the first carbon pipe 21. Thereby, the feathering motion of the flapping wing 20 is enabled. In the present embodiment, the thickness (diameter) of the first and second carbon pipes 21 and 22 decreases from the blade root side to the blade tip side.

  The insertion hole of the rim 23 has a diameter slightly larger than the diameters of the first and second carbon pipes 21 and 22 to be inserted, and the first and second carbon pipes 21 and 22 move in the blade length direction. Is acceptable. In this embodiment, in order to effectively realize the flapping motion, feathering motion, and lead lug motion of the flapping wing 20, the rim 23 is prepared from a flexible material such as styrene foam. Further, in the present embodiment, the first and second carbon pipes 21, 22 are provided by providing a reinforcing layer (not shown) made of a hard material on the inner periphery of the insertion hole of the rim 23. This prevents wear of the insertion hole due to contact with the surface.

  In the present embodiment, the position of the insertion hole is changed according to the position of the rim 23. 5A, 5B, and 5C show the positions of the insertion holes of the rims 23A, 23B, and 23C arranged at the blade root portion, the blade length direction intermediate portion, and the blade tip portion of the flapping wing 20, respectively. FIG. The first insertion holes 23Af, 23Bf, and 23Cf through which the first carbon pipe 21 is inserted are all disposed in the vicinity of the front edges of the rims 23A, 23B, and 23C. That is, the distance between the first insertion hole and the rim leading edge is substantially constant from the blade root to the blade tip. On the other hand, the second insertion holes 23Ar, 23Br, and 23Cr through which the second carbon pipe 22 is inserted are arranged at a substantially intermediate position in the chord direction in the rim 23A in the blade root portion, whereas the rim 23B near the blade tip. , 23C is arranged at a position closer to the front edge. That is, the distance between the second insertion hole and the rim leading edge is shortened from the blade root to the blade tip.

  The outer skin part 24 is provided so that the outer periphery of each rim | limb 23 may be covered, as shown in FIGS. 1-3, and forms the upper surface and lower surface of the flapping wing | blade 20. FIG. In the present embodiment, the outer skin portion 24 is prepared using a plastic material having flexibility. Further, in the present embodiment, the upper skin portion 24 (the skin portion on the upper surface side of the flapping wing 20) is bonded to every other rim 23 arranged along the blade length direction, and the lower skin portion 24 The portion 24 (the outer skin portion on the lower surface side of the flapping wing 20) is bonded to the rim 23 that is not bonded to the upper skin portion 24. Accordingly, when the flapping motion of the flapping wing 20 is realized, the lower skin portion 24 can be relatively moved with respect to the upper skin portion 24, so that the feathering motion of the flapping wing 20 can be performed. It can be effectively realized.

  Further, in the present embodiment, as shown in FIG. 1, the outer skin portion 24 is divided into four outer skin portions in the wing length direction, and the divided outer skin portions are connected with a belt-like sheet 25 with a slight gap. is doing. As a result, when the flapping motion of the flapping wing 20 is realized, one skin portion of the skin portion 24 is relatively movable with respect to other adjacent skin portions, so that the lead lag motion of the flapping wing 20 is reduced. It can be effectively realized.

  Further, in the present embodiment, for the purpose of reducing the air resistance due to the gap formed between the left and right flapping wings 20 and generating high lift at the blade root, as shown in FIG. The blade root part of the flapping wing 20 is covered with a transparent plastic sheet 26. With such a plastic sheet 26, it is possible to reduce the air resistance by eliminating the gap formed between the left and right flapping wings 20, and to generate a high lift by generating a high-speed air flow on the upper surface of the plastic sheet 26. It becomes possible.

  As shown in FIGS. 1 to 3, the tail 30 is composed of a thin rod-like member 31 and a film-like member 32 stretched between the rod-like members 31 and has a substantially triangular shape in plan view. It is attached to the front and rear pipes 11U above the left and right through a hinge 33 so as to be rotatable left and right. The tail 30 is rotated left and right by a tail drive mechanism (not shown) to provide stability in the vertical and horizontal directions during flapping flight and to change the traveling direction of the flapping airplane 1. is there. In the present embodiment, a CFRP pipe is used as the rod-shaped member 31, and a flexible plastic sheet such as vinyl is used as the film-shaped member 32.

  2 to 4, the flapping mechanism includes two front and rear oblique shaft members 40F and 40R fixed to the airframe 10, and two front and rear slide members 41F that reciprocate along the oblique shaft members 40F and 40R. , 41R, a drive unit 42 for reciprocating the front slide member 41F, blade support members 43F, 43R for supporting a position separated from the blade root of the flapping blade 20 by a predetermined distance, and the like.

  As shown in FIGS. 1, 4, and 6, the two front and rear oblique shaft members 40 </ b> F and 40 </ b> R are arranged so that the upper end portion is located behind the lower end portion, and the upper end portion is above the fuselage 10. On the other hand, the lower end portion is fixed to the front and rear pipes 11 </ b> D below the body 10. Further, the front oblique shaft member 40F and the rear oblique shaft member 40R are arranged in parallel to each other. The rearward inclination angle θ (see FIG. 6) of the oblique shaft members 40F and 40R is a physical quantity that is closely related to the lead lug motion of the flapping wing 20, and is appropriately determined according to the scale, weight, etc. of the flapping wing 20. Can do. In the present embodiment, the inclination angle θ is set to 10 ° to 30 °.

  The two front and rear slide members 41F and 41R are slidably attached along the two front and rear oblique shaft members 40F and 40R, respectively, and as shown in FIGS. And reciprocate between the front and lower positions. That is, the slide members 41F and 41R are moving members in the present invention. As shown in FIG. 4, the blade root side end of the first carbon pipe 21 of the flapping wing 20 is connected to the front slide member 41F via a hinge portion, and the rear slide member 41R includes The blade root side end portion of the second carbon pipe 22 of the flapping wing 20 is connected via a hinge portion. As a result, the flapping wing 20 is rotatable with respect to the slide members 41F and 41R around a virtual rotation axis in the front-rear direction, and the flapping movement of the flapping wing 20 is possible.

  The drive unit 42 includes a rotation drive device that generates a rotation force, a power conversion device that converts the rotation force of the rotation drive device into a reciprocating motion in the vertical direction and transmits it to the front slide member 41F, and the like. In the present embodiment, as shown in FIG. 2, an engine 42A that generates a rotational force by burning fuel such as gasoline is employed as a rotational drive device. In the present embodiment, a reduction gear mechanism (not shown) that reduces the rotational speed of the rotational force generated by the engine 42A, and the rotational force transmitted in a reduced state via the reduction gear mechanism are increased and decreased. A power conversion device is configured by the bilaterally symmetric crank mechanism 42B shown in FIG.

  As shown in FIG. 4, wing support members (front wing support members) 43 </ b> F and 43 </ b> F arranged in a pair on the front side are front end portions of the left and right front and rear pipes 11 </ b> R and 11 </ b> L constituting the fuselage 10 and the flapping wing 20. The left and right first carbon pipes 21, 21 are connected to the portions close to the blade roots. The connection between the front wing support member 43F and the first carbon pipe 21 is not a rigid connection, and the first carbon pipe 21 is connected at the connecting portion (the front fulcrum Pf) between the front wing support member 43F and the first carbon pipe 21. The front wing support member 43F is rotatable about two rotation axes. That is, as shown in FIGS. 2 and 4, the first carbon pipe 21 is rotatable in the vertical direction (directions of the arrows Ru and Rd) about the rotation axis in the front-rear direction passing through the front fulcrum Pf. As shown in FIGS. 3 and 4, it is rotatable in the front-rear direction (in the directions of arrows Rf and Rr) about a vertical rotation axis passing through the front fulcrum Pf. Further, the coupling between the front wing support member 43F and the front and rear pipes 11R (11L) of the fuselage 10 is not rigid, and the front wing support member 43F is connected to the front wing support member 43F and the front and rear pipes 11R (11L). The front and rear pipes 11 </ b> R (11 </ b> L) are configured to rotate about a rotational axis in the front and rear direction and the left and right direction.

  As shown in FIG. 4, wing support members (rear wing support members) 43R and 43R arranged in a pair on the left and rear are rear end portions of the left and right front and rear pipes 11R and 11L constituting the fuselage 10 and flapping wings. The left and right second carbon pipes 22, 22 are connected to portions close to the blade roots. The connection between the rear wing support member 43R and the second carbon pipe 22 is not a rigid connection, and the second carbon pipe 22 is connected at the connection portion (rear fulcrum Pr) between the rear wing support member 43R and the second carbon pipe 22. The rear wing support member 43R is rotatable about two rotation axes. That is, as shown in FIGS. 2 and 4, the second carbon pipe 22 is rotatable in the vertical direction (directions of the arrows Ru and Rd) about the rotation axis in the front-rear direction passing through the rear fulcrum Pf. As shown in FIGS. 3 and 4, it is rotatable in the front-rear direction (in the direction of arrows Rf and Rr) about a vertical rotation axis passing through the rear fulcrum Pf. Further, the coupling between the rear wing support member 43R and the front and rear pipes 11R (11L) of the fuselage 10 is not rigid, and the rear wing support member 43R is connected to the rear wing support member 43R and the front and rear pipes 11R (11L). The front and rear pipes 11 </ b> R (11 </ b> L) are configured to rotate about a rotational axis in the front and rear direction and the left and right direction.

  The connection part (front fulcrum Pf) between the front wing support member 43F and the first carbon pipe 21 and the connection part (rear fulcrum Pr) between the rear wing support member 43R and the second carbon pipe 22 are as shown in FIG. Furthermore, it is a position below and forward of the uppermost last point of the slide members 41F and 41R (the uppermost and rearward positions of the reciprocating movement), and the lowermost foremost point of the slide members 41F and 41R (the lowermost It is arranged at a position above and behind the front position. The positions of the front fulcrum Pf and the rear fulcrum Pr are closely related to the flapping movement and the lead lug movement of the flapping wing 20, and by changing these positions, the maximum movement of the flapping wing 20 and the down movement thereof are maximized. The angle and the maximum angle of lead movement and lug movement can be changed.

  For example, as shown in FIG. 6, when the front fulcrum Pf and the rear fulcrum Pr are arranged at intermediate positions in the vertical direction between the uppermost last point and the lowermost frontmost point of the slide members 41F and 41R, the launch angle ( The maximum value of the upward rotation angle from the reference position and the maximum value of the down angle (downward rotation angle from the reference position) can be set to substantially the same value. Further, when the front fulcrum Pf and the rear fulcrum Pr are arranged at positions near the uppermost last point of the slide members 41F and 41R (above the intermediate position in the vertical direction), the maximum value of the launch angle of the flapping wing 20 is increased. The maximum value of the downward angle can be reduced. On the other hand, when the front fulcrum Pf and the rear fulcrum Pr are arranged at positions closer to the lowest frontmost point of the slide members 41F and 41R (below the intermediate position in the vertical direction), the maximum value of the launch angle of the flapping wing 20 is reduced. The maximum down angle can be increased.

  Further, as shown in FIG. 6, when the front fulcrum Pf and the rear fulcrum Pr are arranged at a substantially intermediate position in the front-rear direction between the uppermost last point and the lowermost frontmost point of the slide members 41F, 41R, the lead angle of the flapping wing 20 The maximum value of (the rotation angle forward from the reference position) and the maximum value of the lag angle (backward rotation angle from the reference position) can be set to substantially the same value. Further, when the front fulcrum Pf and the rear fulcrum Pr are arranged at positions near the uppermost last point of the slide members 41F and 41R (backward from the intermediate position in the front-rear direction), the maximum value of the flapping wing 20 lead angle is reduced, and the lug The maximum value of the corner can be increased. On the other hand, when the front fulcrum Pf and the rear fulcrum Pr are arranged at positions closer to the lowest frontmost point of the slide members 41F and 41R (frontward than the middle position in the front-rear direction), the maximum value of the lead angle of the flapping wing 20 is increased, The maximum value of the lag angle can be reduced.

  In the present embodiment, as shown in FIG. 4, the upper end portion (front fulcrum Pf) of the front wing support member 43F and the upper end portion (rear fulcrum Pr) of the rear wing support member 43R are connected by a connecting pipe 44. ing. Thereby, the movement in the front-back direction of the front fulcrum Pf and the back fulcrum Pr can be stabilized.

  By configuring the flapping mechanism 20 as described above, the flapping motion, the feathering motion, and the lead lug motion of the flapping wing 20 are realized at the same time. That is, the drive unit 42 reciprocates the front slide member 41F along the front oblique shaft member 40F, so that the blade root portion of the first carbon pipe 21 of the flapping wing 20 is positioned at the upper position near the rear side of the fuselage 10 and the front side. The front edge of the flapping wing 20 rotates up and down around the front fulcrum Pf to perform a flapping motion, and at the same time, the front edge of the flapping wing 20 The part rotates back and forth around the front fulcrum Pf to perform the lead lug motion. Further, when the first carbon pipe 21 of the flapping wing 20 is driven by the drive unit 42 as described above, the rear slide member 41R reciprocates along the rear oblique shaft member 40R, and the flapping wing 20 The blade root of the second carbon pipe 22 reciprocates between the rear upper position and the front lower position of the fuselage 10, and accordingly, the intermediate portion of the flapping wing 20 is centered on the rear fulcrum Pr. At the same time, flapping motion is performed by rotating up and down, and at the same time, the intermediate portion of the flapping wing 20 rotates back and forth around the rear fulcrum Pr to perform lead lug motion. Further, the second carbon pipe 22 is driven later than the first carbon pipe 21, and the front edge of the flapping wing 20 always moves ahead of the intermediate portion in the chord direction during the flapping motion. Therefore, the feathering movement is also realized at the same time.

  As shown in FIGS. 2 and 4, the elastic member 50 is rubber stretched between the front and rear pipes 11U above the airframe 10 and the front slide member 41F, and the kinetic energy when the flapping wing 20 is launched. Is converted into elastic energy and stored, and the stored elastic energy is used when the flapping wing 20 is lowered. That is, the elastic member 50 (rubber) functions as a down assisting means in the present invention.

  Next, the movement of the flapping wing 20 of the flapping airplane 1 according to the present embodiment will be described with reference to FIGS.

<At launch>
First, the movement when the flapping wing 20 of the flapping airplane 1 is launched from a horizontal state (see FIG. 2) will be described with reference to FIGS. When realizing the launching motion of the flapping wing 20 of the flapping airplane 1, as shown in FIG. 7, by moving the front slide member 41F downward along the front oblique shaft member 40F by the drive unit 42, The blade root portion of the first carbon pipe 21 of the flapping wing 20 is moved to a position below the fuselage 10. By doing so, as shown in FIG. 7, most of the first carbon pipe 21 rotates upward (in the direction of the arrow Ru) about the front fulcrum Pf that is separated from the blade root by a predetermined distance. Further, when the first carbon pipe 21 is driven, the rear slide member 41R moves downward along the rear oblique shaft member 40R, and the blade root portion of the second carbon pipe 22 of the flapping wing 20 is the fuselage. 10 moves to a lower position, and most of the second carbon pipe 22 rotates upward (in the direction of the arrow Ru) around the rear fulcrum Pr. Thereby, the launching motion of the flapping wing 20 is realized.

  Further, at the time of launching, as shown in FIG. 8, the front slide member 41F is moved forward along the front oblique shaft member 40F by the drive unit 42, so that the first of the flapping wings 20 The blade root of one carbon pipe 21 moves to the front position of the fuselage 10. As a result, as shown in FIG. 8, most of the first carbon pipe 21 rotates backward (in the direction of the arrow Rr) about the front fulcrum Pf that is separated from the blade root by a predetermined distance. Further, when the first carbon pipe 21 is driven, the rear slide member 41R moves forward along the rear oblique shaft member 40R, and the blade root portion of the second carbon pipe 22 of the flapping wing 20 is the fuselage. 10 moves to the front position, and most of the second carbon pipe 22 rotates backward (in the direction of arrow Rr) around the rear fulcrum Pr. Thereby, the lug motion of the flapping wing 20 is realized.

  Further, at the time of launching, the second carbon pipe 22 is driven later than the first carbon pipe 21, so that the leading edge of the flapping wing 20 is ahead of the intermediate portion in the chord direction. Move to. Thereby, at the time of launch, as shown in FIG. 11, a motion that increases the positive pitch angle of the flapping wing 20 is realized. At the time of launching, as shown in FIG. 7, the elastic member 50 stretched between the front and rear pipes 11U above the airframe 10 and the first carbon pipe 21 expands. Energy can be converted into elastic energy and stored.

<When downhill>
Next, a movement when the flapping wing 20 of the flapping airplane 1 is lowered from a horizontal state (see FIG. 2) will be described with reference to FIGS. When realizing the downward movement of the flapping wing 20 of the flapping airplane 1, as shown in FIG. 9, the drive unit 42 moves the front slide member 41F upward along the front oblique shaft member 40F. Then, the blade root portion of the first carbon pipe 21 of the flapping wing 20 is moved to a position above the airframe 10. By doing so, as shown in FIG. 9, most of the first carbon pipe 21 rotates downward (in the direction of arrow Rd) about the front fulcrum Pf that is separated from the blade root by a predetermined distance. Further, when the first carbon pipe 21 is driven, the rear slide member 41R moves upward along the rear oblique shaft member 40R, and the blade root portion of the second carbon pipe 22 of the flapping wing 20 is the fuselage. 10 moves to an upper position, and most of the second carbon pipe 22 rotates downward (in the direction of arrow Rd) around the rear fulcrum Pr. Thereby, the down motion of the flapping wing 20 is realized.

  Further, at the time of the above-described downing, as shown in FIG. 10, the front slide member 41F moves rearward along the front oblique shaft member 40F in the drive unit 42, so that the flapping wing 20 The blade root portion of the first carbon pipe 21 moves to the rear position of the fuselage 10. As a result, as shown in FIG. 10, most of the first carbon pipe 21 rotates forward (in the direction of arrow Rf) about the front fulcrum Pf that is separated from the blade root by a predetermined distance. Further, when the first carbon pipe 21 is driven, the rear slide member 41R moves rearward along the rear oblique shaft member 40R, and the blade root portion of the second carbon pipe 22 of the flapping wing 20 is the fuselage. 10 moves to the rear position, and most of the second carbon pipe 22 rotates forward (in the direction of arrow Rf) around the rear fulcrum Pr. Thereby, the lead motion of the flapping wing 20 is realized.

  Furthermore, at the time of the down stroke described above, since the second carbon pipe 22 is driven later than the first carbon pipe 21, the leading edge of the flapping wing 20 precedes the middle portion in the chord direction. Move down. As a result, as shown in FIG. 11, a movement that increases the negative pitch angle of the flapping wing 20 is realized at the time of downing. At the time of the downhill, it is possible to use the elastic force of the elastic member 50 that is stored by converting the kinetic energy at the time of launch into elastic energy.

  When the flapping wing 20 is lowered, as shown in FIGS. 12A and 12B, the upward air flow velocity vector at the blade tip portion is larger than the upward air flow velocity vector at the blade root portion. Become. For this reason, if the negative pitch angle of the flapping wing 20 is uniform from the blade root to the blade tip, the angle of attack becomes too large at the blade tip, making it difficult to generate lift and thrust effectively. . However, in the present embodiment, since the first and second carbon pipes 21 and 22 are gradually narrowed from the blade root side to the blade tip side of the flapping wing 20 and the flexibility is increased, the flapping wing 20 The negative pitch angle can be gradually increased from the blade root side toward the blade tip side. For this reason, as shown in FIG. 12 (B), the angle of attack α at the blade tip can be set to an appropriate magnitude, so that lift and thrust can be generated effectively.

  In the flapping airplane 1 according to the above-described embodiment, the flapping wing 20 is moved down from the rear to the front by realizing the down motion of the flapping wing 20 and the relative movement of the flapping wing 20 with respect to the air. Since the speed can be increased, a large lift and thrust can be generated. In addition, since the relative speed of the flapping wing 20 with respect to the air can be reduced by realizing the lag motion in which the flapping wing 20 is swung from the front to the rear at the same time as realizing the launching motion of the flapping wing 20, the flapping wing 20 If downforce occurs during launch, the magnitude can be reduced.

  In the flapping airplane 1 according to the embodiment described above, the engine 42A (rotation driving device) that generates a rotational force, and the rotational force of the engine 42A are converted into a reciprocating motion in the vertical direction and transmitted to the moving member. Since the drive unit 42 having the power conversion device is employed, it is possible to generate much larger power than a rubber, a motor or the like that has been a drive source of a conventional flapping airplane. Therefore, it is possible to increase the size of the aircraft and to realize human boarding on the aircraft.

  Further, in the flapping airplane 1 according to the embodiment described above, the feathering is performed simultaneously with the flapping motion due to the difference in flexibility between the two types of carbon pipes 21 and 22 constituting the flapping wing 20 and the action of aerodynamic force. Ring motion can be realized. Specifically, the first carbon pipe 21 has an intermediate portion in the chord direction where the second carbon pipe 22 having high flexibility is disposed by the action of aerodynamic force when the flapping wing 20 is launched and lowered. It is possible to bend more greatly than the disposed blade leading edge portion. In other words, flapping with the virtual axis existing between the first carbon pipe 21 and the second carbon pipe 22 as the feathering axis by the vertical aerodynamic force acting when the flapping wing 20 is launched and lowered. The pitch angle of the wing 20 can be changed. Further, when the flapping wing 20 is launched, the middle portion in the chord direction where the second carbon pipe having high flexibility is arranged is more than the leading edge portion of the wing where the first carbon pipe 21 is arranged due to the action of aerodynamic force. Therefore, the angle of attack of the flapping wing 20 can be increased when the flapping wing 20 is launched (see FIG. 11), and it is possible to always generate upward lift. .

  In addition, in the flapping airplane 1 according to the embodiment described above, the flapping wing 20 is configured using a light and high-strength carbon pipe (CFRP pipe), so that the weight of the entire aircraft can be reduced. Is possible.

  Further, in the flapping airplane 1 according to the embodiment described above, since the entire flapping wing 20 has a predetermined shape, it is possible to generate higher lift and thrust. Therefore, since the glide ability (lift-drag ratio) of the flapping airplane 1 can be increased, it is possible to further reduce energy consumption during flight and to fly a large and heavy aircraft that carries a person. It becomes possible to make it. Further, when the flapping motion of the flapping wing 20 is realized, the relative movement of the lower skin portion 24 (the lower skin portion) with respect to the upper skin portion 24 (the upper skin portion) of the flapping wing 20 is Since it is permitted, the flapping wing 20 can be easily twisted. Accordingly, it is possible to effectively realize the feathering motion together with the flapping motion of the flapping wing 20.

  In the flapping airplane 1 according to the embodiment described above, the skin portion 24 of the flapping wing 20 is divided into four skin portions in the wing length direction, and these skin portions are connected with a slight gap therebetween. Therefore, when the flapping motion of the flapping wing 20 is realized, one outer skin portion of the flapping wing 20 can be moved relative to other adjacent outer skin portions. Therefore, it is possible to effectively realize the lead lug motion together with the flapping motion of the flapping wing 20.

  Further, in the flapping airplane 1 according to the embodiment described above, the kinetic energy when the flapping wing 20 is launched is stored as elastic energy, and the stored energy is used when the flapping wing 20 is lowered. Down assisting means). Therefore, the kinetic energy when the flapping wing 20 is launched can be effectively used as the large energy required when the flapping wing 20 is lowered. It is also possible to reduce the energy required for flapping flight.

  Further, in the flapping airplane 1 according to the embodiment described above, since the lead lug motion is realized simultaneously with the flapping motion of the flapping wing 20 using a very original and innovative flapping mechanism, the wing of the flapping wing 20 is used. The end can be moved so as to draw a substantially elliptical orbit as shown in FIG. That is, the flapping wing 20 that has been moved upward can be shifted to the down motion without losing the energy of the launch motion without stopping at the highest point of launch. Similarly, the flapping wing 20 that has been moved downward can be shifted to the launch motion without losing the energy of the down motion without being lowered and stopped at the lowest point. Therefore, the driving energy of the flapping wing 20 can be significantly reduced. In addition, since the resistance to the drive unit 42 can be reduced, the useful life of the drive unit 42 can be extended.

  In the above-described embodiment, an example in which the body 10 is configured with a frame including a plurality of pipes has been described. However, the configuration of the body 10 is not limited thereto. That is, any configuration may be adopted as long as a flapping wing or a tail wing can be attached and a flapping mechanism can be mounted. Further, the configuration of the tail 30 is not limited to the configuration in the present embodiment.

  Moreover, in the above embodiment, although the example which employ | adopted the pipe (carbon pipe) made from CFRP as an elastic cylindrical member which comprises the flapping wing | blade 20 was shown, other materials (for example, moderate elasticity and a softness | flexibility) An elastic cylindrical member can also be prepared using GFRP (Glass Fiber Reinforced Plastics or other fiber reinforced plastic or fiber reinforced metal).

  Further, in the above embodiment, the example in which the skin portion 24 of the flapping wing 20 is divided into four parts on each of the left and right sides has been shown, but the number of divisions of the skin portion 24 is the length of the flapping wing 20, the chord length, The thickness can be appropriately changed in consideration of the blade thickness, weight, and the like.

  Further, in the above embodiment, as shown in FIG. 4, one end of the blade support member (43F, 43R) is coupled to the portion of the flapping wing 20 near the blade root of the carbon pipe (21, 22). In the example shown, the coupling position of the carbon pipe and the blade support member (that is, the position of the front fulcrum Pf and the rear fulcrum Pr) is appropriately changed according to the configuration of the drive unit, the length of the blade support member, and the like. be able to.

  Moreover, in the above embodiment, although the example which comprised the drive part 42 which has one engine 42A and the left-right symmetrical crank mechanism 42B was shown, the structure of the drive part 42 is not restricted to this. That is, any configuration can be adopted as long as the sliding member (41F, 41R) can be reciprocated along the oblique shaft member (40F, 40R) to realize the flapping motion of the flapping wing 20. .

  Moreover, although the example which employ | adopted rubber | gum as a down assisting means was shown in the above embodiment, the structure of a down assisting means is not restricted to this. That is, any configuration can be adopted as long as the kinetic energy at the time of launching the flapping wing 20 is preserved and the stored energy can be used when the flapping wing 20 is lowered.

1 is a perspective view of a flapping airplane according to an embodiment of the present invention. It is a front view (figure seen from the front) of the flapping airplane shown in FIG. It is a top view (figure seen from the upper direction) of the flapping airplane shown in FIG. It is a block diagram for demonstrating the structure of the flapping mechanism of the flapping airplane shown in FIG. It is a block diagram which shows the structure of the rim | limb of the flapping airplane shown in FIG. 1, (A) is a rim | limb arrange | positioned at a wing root part, (B) is a rim | limb arrange | positioned at a wing length direction intermediate part, (C) is a wing | blade. Each of the rims arranged at the end is shown. It is explanatory drawing which shows the inclination state of the diagonal shaft member of the flapping airplane shown in FIG. It is a front view for demonstrating the motion of the flapping wing at the time of launch of the flapping airplane shown in FIG. It is a top view for demonstrating the motion of the flapping wing at the time of launch of the flapping airplane shown in FIG. It is a front view for demonstrating the motion of the flapping wing at the time of the downing of the flapping airplane shown in FIG. It is a top view for demonstrating the motion of the flapping wing at the time of the down of the flapping airplane shown in FIG. It is explanatory drawing which shows the change of the pitch angle of the flapping wing of the flapping airplane shown in FIG. It is explanatory drawing which shows the aerodynamic effect by the difference in the pitch angle of the blade root part of a flapping wing | wing of the flapping airplane shown in FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Flapping airplane, 10 ... Airframe, 20 ... Flapping wing, 21 ... 1st carbon pipe (1st elastic cylindrical member), 22 ... 2nd carbon pipe (2nd elastic cylindrical member), 23. 23A to 23C ... rim, 23Af to 23Cf / 23Ar to 23Cr ... insertion hole, 24 ... outer skin part, 40F / 40R ... diagonal shaft member, 41F / 41R ... slide member (moving member), 42 ... drive part, 42A ... engine ( Rotation drive device), 42B ... Crank mechanism (power conversion device), 43F / 43R ... blade support member, 50 ... elastic member (downhill assisting means), Pf ... front fulcrum, Pr ... rear fulcrum.

Claims (9)

A flapping airplane comprising a fuselage, a wing attached to the fuselage, and a flapping mechanism for realizing flapping motion of the wing,
The flapping mechanism includes front and rear shaft members (40F, 40R) fixed to the airframe in a state where the upper end portion is located closer to the rear of the airframe and the lower end portion is located closer to the front of the airframe. ) And the shaft member (40F, 40R) so as to reciprocate between a rear upper position and a front lower position of the fuselage, and a hinge portion on the blade root of the wing. The connected front and rear moving members (41F, 41R) , the drive unit (42) for reciprocating the front moving member (41F) , and the fuselage and the blade are connected to each other from the blade root portion of the blade. Front and rear blade support members (43F ) that support a position separated by a predetermined distance and make the blades turnable in the vertical direction and the front-rear direction using the connecting portions with the blades as front and rear fulcrums (Pf, Pr). 4 Includes a R), the,
The wing extends from the blade root to the blade tip and is disposed near the blade leading edge, and the first elastic tube extends from the blade root to the blade tip. A second elastic cylindrical member (22) disposed rearward of the cylindrical member (21), and the first elastic cylindrical member (21) passes through the front fulcrum (Pf). The second pivot is pivotable in the vertical direction about a pivot shaft in the front-rear direction, and is pivotable in the front-rear direction about a pivot shaft in the vertical direction passing through the front fulcrum (Pf). The elastic cylindrical member (22) is pivotable in the vertical direction around a pivot shaft in the front-rear direction passing through the rear fulcrum (Pr), and in the vertical direction passing through the rear fulcrum (Pr). It can be rotated in the front-rear direction around the rotation axis of
The drive unit (42) of the flapping mechanism reciprocates the front moving member (41F) along the front shaft member (40F) to thereby move the first elastic tubular member (21) of the wing. the Rukoto the blade root portion is reciprocated between the rearward position above the front portion lower position of the body, is reciprocated along the rear of the moving member (41R) to said rear shaft member (40R) Then, the blade root portion of the second elastic cylindrical member (22) of the wing is reciprocated between a rear upper side position and a front lower side position of the fuselage, whereby the front and rear fulcrums (Pf , Pr) is pivoted up and down to achieve flapping motion, and at the same time, the blade is pivoted back and forth around the front and rear fulcrums (Pf, Pr) to perform lead lug motion. It is realized, and, the second bullet In which at the same time to realize a feathering motion during the flapping motion by causing the tubular member (22) to drive said first resilient cylindrical member (21) is also delayed from,
Flapping airplane. The drive unit (42) includes a rotation drive device that generates a rotation force, and a power conversion device that converts the rotation force of the rotation drive device into a reciprocating motion in the vertical direction and transmits it to the moving member. is there,
The flapping airplane according to claim 1. The rotational drive device is an engine.
The flapping airplane according to claim 2. Before Stories second elastic tubular member (22) is have a high flexibility than said first resilient cylindrical member (21),
The flapping airplane according to any one of claims 1 to 3. The first and second elastic cylindrical members (21, 22) are CFRP (Carbon Fiber Reinforced Plastics) pipes,
The flapping airplane according to claim 4. The wing has an airfoil of a predetermined shape and has an insertion hole through which the first and second elastic cylindrical members (21, 22) are inserted, and is arranged in parallel with the blade chord from the blade root to the blade tip. A plurality of arranged rims and an outer skin part that covers the outer periphery of the rim and forms an upper surface and a lower surface of the wing, and the outer skin part is used to realize the flapping motion of the wing. Further, it is configured to allow relative movement of the outer skin portion on the lower surface side of the blade with respect to the outer skin portion on the upper surface side of the blade.
The flapping airplane according to any one of claims 1 to 5. The outer skin portion of the wing is divided into two or more outer skin portions in the blade length direction, and these outer skin portions are connected with a slight gap between them to realize the flapping motion of the wing. One of the outer skin portions is configured to be movable relative to another adjacent outer skin portion,
The flapping airplane according to claim 6 . The kinetic energy at the time of launching the wing is stored, and a down assisting means for using the stored energy when the wing is lowered is provided.
The flapping airplane according to any one of claims 1 to 7. The down assisting means converts the kinetic energy at the time of launching the wing into elastic energy and stores it, and uses the stored elastic energy when the wing is down,
The flapping airplane according to claim 8.

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