JP4294454B2 - Flapping equipment - Google Patents

Description

  The present invention relates to a flapping apparatus having a flapping portion that flutters and fly, and in particular, using two one-degree-of-freedom actuators, at the time of switching between flapping up and down, The present invention relates to a flapping apparatus that can change the inclination of the chord direction.

Recently, various robots such as robots that can be used in the home have been developed. However, research on micro-robots that move by flapping flight is also becoming active. As a mechanism for flapping motion, a mechanism using two actuators with three degrees of freedom or one actuator with one degree of freedom has been proposed.
JP 2002-326599 A

  The three-degree-of-freedom actuators that have been proposed so far require extremely precise machining accuracy, and are difficult to reduce in size.

  Further, in the flapping apparatus using two one-degree-of-freedom actuators, two wing shafts for driving the wings are provided on each of the front edge and the rear edge of the wings. Therefore, in order to twist the wing part greatly, the phase difference between the reciprocating motions of the two wing shafts must be changed greatly. As a result, the driving load of the actuator becomes large.

  An object of the present invention is to solve the above-described conventional problems, and an object of the present invention is to provide a flapping apparatus that can reduce the driving load of an actuator.

A flapping apparatus according to one aspect of the present invention is a wing part for flapping a space in which a fluid exists, the wing part constituting the outer peripheral edge of the wing part, and stretched inside the wing part A wing portion including a membrane portion and having an elastic modulus of a wing edge portion at least on a side receiving a force from a fluid higher than an elastic modulus of the membrane portion . In addition, the flapping apparatus includes a first wing shaft portion attached to the membrane portion so as to support the wing portion, and a second wing shaft portion attached to the membrane portion so as to support the wing portion. I have. Further, the flapping device is connected to one end of the first wing shaft portion, and can be driven independently of the first driving portion and the first driving portion for reciprocating the first wing shaft portion. a der Ru driver, is connected to one end of the second wing axis portion, and a second driving unit for reciprocating the second vane shaft. In the flapping apparatus configured as described above, the distance between the first wing shaft portion and the second wing shaft portion is smaller than the width of the wing portion.

  According to the above-described configuration, the first wing shaft portion is provided at the front edge portion of the wing portion, and the second wing shaft portion is provided at the rear edge portion, compared with the conventional flapping device. The distance between the first wing shaft portion and the second wing shaft portion can be reduced without changing the width of the wing portion, that is, without changing the entire area of the wing portion. As a result, the width of the change in phase difference between the reciprocating motion of the first wing shaft portion and the reciprocating motion of the second wing shaft portion required for twisting the wing portion can be reduced. Therefore, it is possible to reduce the load on the first drive unit and the second drive unit.

The flapping apparatus according to another aspect of the present invention is the flapping apparatus according to the first aspect described above, wherein at least the elastic modulus of the wing edge portion on the side receiving the force from the fluid is higher than the elastic modulus of the film portion. Instead of the first wing shaft portion being attached to the membrane portion, at least a part of the first wing shaft portion is attached to the wing edge portion.

  According to the above configuration, in addition to the effect obtained by the flapping apparatus of one aspect, fluttering of the wing part (resonance phenomenon in which the wing part vibrates at the natural frequency of the wing part due to the force received from the fluid) Since it can prevent, flapping flight can be stabilized.

  In the flapping apparatus according to one aspect or the other aspect of the present invention, preferably, the film portion sandwiched between the first wing shaft portion and the second wing shaft portion has a corrugation structure.

  According to the above configuration, when the wing is twisted due to the difference between the phase of the reciprocating motion of the first wing shaft and the phase of the reciprocating motion of the second wing shaft, the corrugation is expanded and contracted. Thereby, the stress of the in-plane direction which arises in the film | membrane part pinched | interposed between the 1st wing shaft part and the 2nd wing shaft part can be made small. As a result, the force with which the film portion sandwiched between the first wing shaft portion and the second wing shaft portion attracts the first wing shaft portion and the second wing shaft portion decreases. Therefore, the load on the first drive unit and the second drive unit is reduced.

The flapping apparatus according to one aspect or the other aspect of the present invention preferably has a Young's modulus of a film portion sandwiched between the first wing shaft portion and the second wing shaft portion so that the first wing shaft portion shaft portion and is less than the Young's modulus of the film portion which is not sandwiched between the second wing axis portion.

  According to the above configuration, when the wing portion is twisted due to the difference between the phase of the reciprocating motion of the first wing shaft portion and the phase of the reciprocating motion of the second wing shaft portion, The stress in the in-plane direction generated in the film part sandwiched between the second wing shaft parts can be reduced. Therefore, as described above, the load on the first drive unit and the second drive unit is reduced.

  Also, in the flapping apparatus of one aspect or the other aspect of the present invention, preferably, the first wing shaft portion is attached to the first middle shaft portion connected to the first drive portion, and the membrane portion, A first cylinder portion into which the first middle shaft portion is inserted, and during the flapping motion, the first tube portion rotates about the direction in which the first middle shaft portion extends as a rotation axis.

  Further, in the flapping apparatus according to one aspect or the other aspect of the present invention, preferably, the first wing shaft is provided at a position closer to the front edge than the second wing shaft, and the second wing shaft portion includes: A second middle shaft portion connected to the second drive portion, and a second cylindrical portion attached to the membrane portion and having the second middle shaft portion inserted therein. The tube portion rotates about the direction in which the second middle shaft portion extends as the rotation axis.

  According to the above configuration, when the wing portion is twisted due to the difference between the phase of the reciprocating motion of the first wing shaft portion and the phase of the reciprocating motion of the second wing shaft portion, the first wing shaft portion And the film portion sandwiched between the second wing shaft portion follows the movement of the first wing shaft portion and the second wing shaft portion. Therefore, the in-plane stress generated in the film portion sandwiched between the first wing shaft portion and the second wing shaft portion can be reduced. Therefore, as described above, the load on the first drive unit and the second drive unit is reduced.

  The flapping apparatus according to one aspect or the other aspect of the present invention is in a first direction substantially parallel to the first wing shaft portion or the second wing shaft portion when the wing portion is stationary. Thus, the curvature of the cross-sectional shape when the film portion is cut along the second direction substantially perpendicular to the first direction is larger than the curvature of the cross-sectional shape when the film portion is cut.

  According to the above configuration, for example, if the wing portion is convex in the launch direction, the width of the wing portion (the chord length) is reduced during launch, and the wing portion is from the upper surface side (convex surface side) of the wing portion. The received fluid force can be reduced, and the width (blade chord length) of the wing portion is increased when the wing portion is lowered, and the fluid force that the wing portion receives from the lower surface side (concave surface side) of the wing portion can be increased. Therefore, according to the above configuration, the flying force of the flapping device increases. In addition, during gliding flight, not only the drag used in normal flapping flight, but also the lift that the wing receives from the fluid can be increased, so the energy required for flapping flight can be reduced .

  In the flapping apparatus of the present invention, when the distance between the first wing shaft portion and the second wing shaft portion is a and the length of the wing portion is 1, l / a is 4 or more. Is desirable. Furthermore, when the distance between the first wing shaft portion and the second wing shaft portion is a and the length of the wing portion is 1, it is desirable that l / a is 8 or more. Further, it is more desirable that l / a is 12 or more, where a is the distance between the first wing shaft portion and the second wing shaft portion, and the length of the wing portion is l. In addition, when the distance between the first wing shaft portion and the second wing shaft portion is a and the length of the wing portion is 1, l / a is preferably 16 or more. Furthermore, when the distance between the first wing shaft portion and the second wing shaft portion is a and the length of the wing portion is l, l / a is most preferably 20 or more. .

  Increasing the value of l / a can reduce the absolute value of the phase difference between the first wing shaft portion and the second wing shaft portion necessary for flapping flight. In addition, when the value of l / a is increased, the phase difference between the first and second wing shafts at the time of launch and the first and second wing shafts at the time of down-stroke are reduced. The phase difference between the shaft portions and the difference amount between them (the degree of change in phase difference between the launch and the down) can also be reduced. As a result, the load on the first and second drive units can be reduced.

  From the viewpoint of reducing the load on the first and second drive parts, when the width of the wing part is w and the distance between the first wing shaft part and the second wing shaft part is a In addition, it is desirable that w / a = 5 or more.

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

(Embodiment 1)
FIG. 1 is a diagram for explaining a drive unit, a wing shaft unit, and a wing unit of the flapping apparatus according to the first embodiment of the present invention.

  The wing part 100 has a wing shape, that is, a wing edge part 101 constituting the outer peripheral edge of the wing part 100, and a film part 102 stretched inside the wing edge part 101. The wing part 100 is a part that exerts a force on the fluid in the flapping motion and receives a lift force (including a drag force and a lift force) necessary for flight as a reaction of the force.

  As the first wing shaft portion 103 and the second wing shaft portion 104, a stainless steel square member having a length of 40 mm and a thickness and a width of 150 μm is used. However, the materials and shapes of the first wing shaft portion 103 and the second wing shaft portion 104 are not limited to the materials and shapes described above.

  Further, the wing edge portion 101 is made of stainless steel square material having a thickness of 20 μm and a width of 200 μm. Thereby, it is possible to make a soft edging having a larger deformation amount than the square bar constituting each of the first wing shaft portion 103 and the second wing shaft portion 104 described above. Of course, an organic material such as carbon graphite or chitosan can be used as the material of the wing edge 101 as long as it is a light and strong material suitable for flight.

  However, the wing edge portion 101 is not configured using a material different from that of the film portion 102, but may be simply configured by an edge portion of the film portion 102, that is, an outer peripheral portion of the film portion 102. In that case, it is desirable that the film part 102 be made of a material having a high elastic modulus.

  The film part 102 is formed using a resin such as a polyethylene film or polyimide having a thickness of about 4 μm, which is used in a model airplane or the like. However, since the film part 102 is a so-called film-like material, the in-plane tension is generated as the main internal stress. Therefore, when the elastic modulus is low, a material having a higher elastic modulus than that of the film portion 102 is used for the wing edge portion 101 or the shape of the edge rim edge portion of the wing edge portion 101 is devised to thereby change the elastic modulus of the edge portion. Is preferably higher than the elastic modulus inside the film portion 102. At this time, the wing edge portion 101 does not need to have the same elastic modulus over the entire circumference of the edge portion. Only the main flight direction side of the actual flapping apparatus has a higher elastic modulus than the inside of the membrane portion 102, and fluttering is performed by the force that the wing portion 100 receives from the fluid (the wing portion has its own characteristic due to the force received from the fluid). (Resonance phenomenon that oscillates at the frequency) can be prevented.

  Further, the first wing shaft portion 103 and the second wing shaft portion 104 are attached to the wing portion 100. One end of the first wing shaft portion 103 is connected to a first driving unit 105 that drives the first wing shaft portion 103. A second drive unit 106 that drives the wing shaft portion 104 is connected to one end of the second wing shaft portion 104.

  These drive section and wing shaft section will be described in detail in the items of “levitation method” and “flapping control” described later. In the present embodiment, there is a phase difference φ between the phase of the reciprocating motion of the first wing shaft portion 103 and the phase of the reciprocating motion of the second wing shaft portion 104 in order to twist the wing. In general, the phase difference φ ↑ between the first wing shaft portion 103 and the second wing shaft portion 104 at the time of launching, and the first wing shaft portion 103 and the second wing shaft portion 104 at the time of lowering, Is different from the phase difference φ ↓.

  In this embodiment, since the two wing shaft portions 103 and 104 are attached to the membrane portion 102, as described in the third embodiment, the two conventional wing shafts are connected to the front edge and the rear edge of the membrane portion. The distance a between the first wing shaft portion 103 and the second wing shaft portion 104 is the wing width w while maintaining the entire area of the wing portion 100 as compared with the case where the wing portion 100 is provided on the edge. The first wing shaft portion 103 and the second wing shaft portion 104 can be attached to the wing portion 100 so as to be smaller than (the chord length) (for example, the wing length l = 40 mm and the wing 5 (chord length) w = 10 mm, the distance a = 2 mm between the first wing shaft portion 103 and the second wing shaft portion 104. This is expressed as l / a = FIG. This corresponds to the case of 20.)

  Increasing the value of l / a can reduce the absolute value of the phase difference φ between the first wing shaft portion 103 and the second wing shaft portion 104, which is necessary for flapping flight. Further, when the value of l / a is increased, the phase difference φ ↑ between the first wing shaft portion 103 and the second wing shaft portion 104 at the time of launch and the first wing shaft portion 103 at the time of the lowering The amount of difference between the second wing shaft portion 104 and the phase difference φ ↓ (the degree of change in the phase difference between the launch and the down) can also be reduced. As a result, the driving load of the actuator can be reduced. From the viewpoint of reducing the driving load of the actuator, it is desirable that w / a = 5 or more.

(Embodiment 2)
2 shows a first drive unit 205, a second drive unit 206, a first wing shaft unit 203, a second wing shaft unit 204, and a wing unit 200 of the flapping apparatus according to the second embodiment of the present invention. It is a figure which shows the wing | edge part 201 and the film | membrane part 202). The structure of each part is basically the first driving unit 105, the second driving unit 106, the first wing shaft unit 103, the second wing shaft unit 104, and the first embodiment. The structure of each of the wing parts 100 (the wing edge part 101 and the film part 102) is substantially the same. The flapping apparatus of the present embodiment is different from the flapping apparatus of the first embodiment in that the first wing shaft portion 203 is attached on a part of the wing edge portion 201 of the front edge portion.

  Also with the flapping apparatus of the present embodiment, the distance between the first wing shaft portion 203 and the second wing shaft portion 204 while maintaining the entire area of the wing portion 200, as in the first embodiment. a can be made smaller than the wing width w (the chord length). As a result, according to the flapping apparatus of the present embodiment, the wing part 100 is twisted as compared with the case where the conventional two wing shafts are provided at the front edge and the rear edge of the film part. Regarding the phase difference between the reciprocating motion of the first wing shaft portion 203 and the reciprocating motion of the second wing shaft portion 204, the amount of difference between the phase difference at the time of launch and the phase difference at the time of down stroke is reduced. can do. Therefore, according to the flapping apparatus of the present embodiment, the driving load of the actuator can be reduced for the same reason as that of the flapping apparatus of the first embodiment.

  In the flapping apparatus of the first embodiment, the wing part 100 vibrates at the natural frequency of the wing part due to the force received from the fluid in the wing part 100 (particularly the wing part on the front side in the flight direction from the wing shaft part). Resonance phenomenon, so-called fluttering occurs. However, according to the flapping apparatus of the present embodiment, since the first wing shaft portion 203 is formed on a part of the wing edge portion 201 of the front edge portion of the wing, occurrence of fluttering is prevented. be able to. As a result, the flapping apparatus of the present embodiment can stabilize flapping flight more than the flapping apparatus of the first embodiment.

(Embodiment 3)
FIG. 3 shows a first drive unit 305, a second drive unit 306, a first wing shaft unit 303, a second wing shaft unit 304, and a wing unit 300 of the flapping apparatus according to the third embodiment of the present invention. It is a figure which shows the wing edge part 301 and the film | membrane part 302). The structure of each part is basically the first driving unit 205, the second driving unit 206, the first wing shaft unit 203, the second wing shaft unit 204, and the second embodiment of the second embodiment. The structure of each of the wing parts 200 (the wing edge part 201 and the film part 202) is almost the same.

  The flapping apparatus of the present embodiment differs from the flapping apparatus of the second embodiment in that the first wing shaft portion 303 and the second wing shaft portion 304 are arranged in parallel to each other, That is, the lengths of the portion 303 and the second wing shaft portion 304 coincide with the length l of the wing portion 300 (that is, the length of the leading edge).

  In the following, for the sake of easy understanding, the gist of the present invention will be described with reference to FIG.

  As will be described later in the sections of “Floating Method” and “Flapping Control”, when flying by flapping motion, it is necessary to vary the volume of the fluid affected by the wing part 300 when it is lowered. Therefore, the angle (torsion angle) α formed by the plane of the film part 302 and the flapping motion surface (stroke surface) must be changed at the time of launch and when it is lowered.

  Therefore, the reciprocating motion of the first wing shaft portion 303 and the reciprocating motion of the second wing shaft portion 304 are set to have a phase difference φ. In this case, the twist angle α at the wing tip is approximately expressed by the following equation.

α = (l / a) · {sin [γ · cos τ] −sin [γ · cos (τ + φ)]}
Here, a represents the inter-wing axis distance, l represents the length of the wing, γ represents the flapping angle, and τ represents the phase of the flapping motion (see FIG. 3 and the section of “flapping control”).

  From this equation, as the distance a between the first wing shaft portion 303 and the second wing shaft portion 304 is smaller than the length l of the wing portion 300, a larger twist angle with respect to the same phase difference φ. It can be seen that α is obtained. That is, as the distance a between the first wing shaft portion 303 and the second wing shaft portion 304 is smaller than the length l of the wing portion 300, in actual flapping flight, the twist of the wing portion 300 at the time of launch is increased. It is possible to reduce the difference between the angle α and the twist angle α of the wing portion 300 at the time of down, that is, the phase difference φ ↑ at the time of launch and the phase difference φ ↓ at the time of down. Therefore, the load on the drive units 305 and 306 can be reduced.

  For example, in order to obtain the same levitation force as that of the flapping flight example shown in FIG. 10 described later in “flapping control”, when l / a = 4, the phase difference φ ↓ = 1 ° at the time of downstroke, The phase difference φ ↑ at launch should be 4 °. In this case, the amount of difference in phase difference is 3 °, and the amount of difference in phase difference in the case of flapping flight to be described later with reference to FIG. 10 is 12 ° (phase difference φ ↓ = 4 ° when down) Yes, the phase difference φ ↑ at launch is 16 °), which is very small.

  FIG. 5 is a graph showing the above-described formula of α. In FIG. 5, the phase difference is fixed at φ = 4 °, and the relationship between the twist angle α and the value of 1 / a is shown.

(Embodiment 4)
FIG. 4 shows the first drive unit 405, the second drive unit 406, the first wing shaft unit 403, the second wing shaft unit 404, and the wing unit 400 of the flapping apparatus according to the fourth embodiment of the present invention. It is a figure which shows the feather edge part 401 and the film | membrane part 402). The structure of each part is basically the first driving unit 305, the second driving unit 306, the first wing shaft unit 303, the second wing shaft unit 304, and the third embodiment. The structure of each of the wing parts 300 (the wing edge part 301 and the film part 302) is substantially the same.

  In the flapping apparatus of the third embodiment, when there is a phase difference φ between the reciprocating motion of the first wing shaft portion 303 and the reciprocating motion of the second wing shaft portion 304, the distance between the two wing shafts There is a problem that a larger tension is applied to the part of the film part 302a than the other film part 302b.

Therefore, in the flapping apparatus of the present embodiment, as shown in FIG. 4, a corrugation structure 408 is provided on the film portion 402 a between the first wing shaft portion 403 and the second wing shaft portion 403. In the flapping apparatus of this embodiment, a corrugation structure 408 is provided in the film portion 402a. In place of the corrugation structure 408, the Young's modulus of the film portion 402 sandwiched between the first wing shaft portion 403 and the second wing shaft portion 404 has a first wing shaft portion 403 and a second wing shaft. it is a smaller structure than the Young's modulus of the sandwiched non film portion 402 between the shaft portion 404 may be used. According to these structures, the tension generated in the film portion 402a due to the above-described phase difference φ can be reduced. As a result, the load on the first drive unit 405 and the second drive unit 406 can be reduced.

  Further, in the flapping apparatus of the third embodiment, the film portion 402a between the first wing shaft portion 303 and the second wing shaft portion 304 is twisted due to a twist during the flapping motion. Therefore, in the present embodiment, as shown in FIG. 4, the first wing shaft portion 403 is configured by a middle shaft 410a and a cylindrical portion 411a that covers the middle shaft 410a, and the middle shaft 410a and the cylindrical portion 411a are formed by the middle shaft 410a. It is comprised so that it can rotate relatively centering on the extending direction.

  Further, the second wing shaft portion 404 is configured by the middle shaft 410b and the cylindrical portion 411b that covers the middle shaft 410b, and the middle shaft 410b and the cylindrical portion 411b can rotate relatively with the direction in which the cylindrical portion 411b extends as a central axis. It is configured as follows. Therefore, the amount of distortion generated in the film part 402a and the first and second blade parts 403 and 404 due to the twist of the film part 402a is small. As a result, the load on the first drive unit 405 and the second drive unit 406 can be reduced.

  Further, in the flapping apparatus of the present embodiment, as shown in FIG. 4, the cross-sectional shape of the film part 402b is configured by a predetermined curve. For example, if this curve is a convex curve in the launch direction, at the time of launch, the wing portion 400 bends so that the wing width (chord chord length) w decreases, and the upper side (projecting side) of the wing portion 400. The fluid force received by the wing 400 is reduced. Further, at the time of the down stroke, the wing portion 400 spreads so that the wing width (blade chord length) w increases, and the fluid force that the wing portion 400 receives from the lower surface (concave surface side) increases.

  Therefore, if the wing 400 has a cross-sectional shape that is a convex curve in the launch direction, the flying force of the flapping device increases. Further, when the wing part 400 flies gliding without performing a flapping motion, it becomes possible to generate lift in the wing part 400. From another viewpoint, when the wing 400 is stationary, the membrane portions 402a and 402b are moved along the first direction substantially parallel to the first wing shaft 403 or the second wing shaft 4004. It is desirable that the curvature of the cross-sectional shape when the film portions 402a and 402b are cut along the second direction substantially perpendicular to the first direction is larger than the curvature of the cross-sectional shape when cut.

(Configuration of flapping device)
The basic structure of the flapping apparatus used in each of the above-described first to fourth embodiments will be described using FIG. 6 (a) and FIG. 6 (b). However, the wing part, the drive part, and the wing shaft part of each of the above-described flapping apparatuses of the first to fourth embodiments are attached to the wing part of the flapping apparatus described below. Therefore, the operation of the flapping apparatus shown below is performed by the flapping apparatus of the first to fourth embodiments.

  A vibration type actuator capable of reciprocating motion with one degree of freedom is used in the driving unit of the flapping apparatus shown in FIGS. 6 (a) and 6 (b). 6A shows the front front part of the flapping apparatus, and FIG. 6B shows the left side part toward the front front of the flapping apparatus.

  6 (a) and 6 (b), only the left wing is shown toward the front front of the flapping device, but actually, it is symmetrical with respect to the central axis 709 of the body 705. A right wing is also formed. For the sake of simplicity, it is assumed that an axis (body axis 708) along the direction in which the body part 705 extends is in a horizontal plane, and a center axis 709 passing through the center of gravity is maintained in the vertical direction.

  As shown in FIGS. 6 (a) and 6 (b), the body portion 705 of the flapping apparatus includes a first wing shaft portion 703, a second wing shaft portion 704, and a wing stretched between them. A wing (left wing) having a portion (here, only the membrane portion 706 between the wing shafts is shown to make the drawing easier to see) is attached.

  In addition, a vibration type actuator 701 for driving the first wing shaft portion 703 and a vibration type actuator 702 for driving the second wing shaft portion 704 are mounted on the body portion 705. Such an arrangement of the actuators 701 and 702, and the entire wing (not shown here) including the first wing shaft portion 703, the second wing shaft portion 704, and the film portion 706 between the wing shafts. The shape is not limited to that shown in FIG. 6 as long as the flight performance is not impaired.

  Furthermore, in the case of this flapping device, if the cross-sectional shape of the wings is made to protrude vertically upward, not only a drag force but also a lift force is generated when flying in the horizontal direction, and a greater levitation force can be obtained. It will be.

  In addition, the position of the center of gravity of the flapping device is lower than the position of the rotation center point of the actuator where the force applied to the wing by the fluid from the surrounding fluid acts on the actuator when the stability of the flapping device is important. It is desirable that it is set to exist. On the other hand, when importance is attached to the fact that the flapping apparatus can easily change its posture, it is desirable to make the height of the center of gravity substantially coincide with the height of the rotation center point of the actuator. In this case, since the difference between the force that the left wing receives from the fluid and the force that the right wing receives from the fluid, which is required to control the posture of the flapping device, may be small, the posture of the flapping device Can be easily changed.

  The two vibration type actuators 701 and 702 share a vibration axis 700 (a fixed point of vibration of the vibration type actuator, that is, an axis passing through the rotation center point). The vibration shaft 700 and the body shaft 708 form a predetermined angle (90 ° −θ). Each of the first and second wing shaft portions 703 and 704 reciprocates in a plane orthogonal to the vibration axis 700 with the respective rotation center axes of the vibration type actuators 701 and 702 as fulcrums. An angle formed by a plane perpendicular to the vibration axis 700 and the body axis 708 is an elevation angle θ.

  As the body portion 705, in order to ensure mechanical strength and to achieve sufficient weight reduction, it is desirable to use a polyethylene terephthalate (PET) molded into a cylindrical shape. The shape is not limited to the materials and shapes as described above.

  In the flapping apparatus shown in FIGS. 6A and 6B, the wing shaft portion 703 is attached to the vibration type actuator 701, and the wing shaft portion 704 is attached to the vibration type actuator 702. .

  A film portion 706 is stretched between the first wing shaft portion 703 and the second wing shaft portion 704. The film portion 706 has a spontaneous tension in the direction of contraction in the plane, and the tension serves to increase the rigidity of the entire wing.

  In order to reduce the weight, each of the first wing shaft portion 703 and the second wing shaft portion 704 has a hollow structure and is formed using carbon graphite. For this reason, each of the first wing shaft portion 703 and the second wing shaft portion 704 has elasticity, and each of the first wing shaft portion 703 and the second wing shaft portion 704 has a film. The portion 706 is deformed according to the tension generated in the plane.

  FIG. 7 is a diagram showing the overall structure of the flapping apparatus. Note that the wing on the left side is omitted in the forward direction (upward toward the page).

  The trunk portion 705 is provided with an acceleration sensor 1003 and an angular acceleration sensor 1004. The detection results by these sensors are processed by the calculation unit and then sent to the flapping control unit 1005. In the calculation unit, information such as the flying state and posture of the flapping apparatus is processed. The flapping control unit 1005 determines the drive control mode of the left and right actuators 701 and 702 and the center of gravity control unit 1007.

  In this case, the acceleration sensor 1003 and the angular acceleration sensor 1004 are used as means for detecting the flying state and posture of the fluttering device. However, if the sensor can measure the flying state and posture of the flapping device, The sensor used for the flapping apparatus is not limited to the above-described sensor.

  For example, even if two acceleration sensors capable of measuring accelerations in three orthogonal directions are arranged at different positions on the body portion 1000 and two pieces of acceleration information obtained by the two acceleration sensors are used, the present embodiment It is possible to specify the posture of the flapping apparatus. In addition, a magnetic field distribution is provided in a space in which the flapping apparatus of the present embodiment moves, and the position and posture of the flapping apparatus of the present embodiment is specified by detecting the magnetic field distribution with a magnetic sensor. Is also possible.

  In FIG. 7, sensors such as the acceleration sensor 1003 and the angular acceleration sensor 1004 are shown as separate components from the calculation unit and the flapping control unit 1005. However, considering that the weight of the flapping device is reduced, the acceleration sensor 1003 and the angular acceleration sensor 1004 may be integrally formed on the same substrate by, for example, micromachining technology.

  Also, in this flapping apparatus, open loop control is used to drive the wing, but a wing angle sensor is provided at the base of the wing, and the closed loop is used by using the angle information obtained by this angle sensor. Control may be performed.

  Note that the sensors listed here are not essential if the flow of the fluid in the rising space is known and can be lifted by a predetermined way of flapping.

  The flapping control unit 1005 is connected to the memory unit 1008 so as to be accessible, and can read existing data necessary for flapping control from the memory unit 1008. In addition, the flapping control unit 1005 transmits information obtained by each sensor to the memory unit 1008, and can rewrite the information in the memory unit 1008 as necessary, thereby providing the flapping apparatus with a learning function. You can have it.

  Note that as long as information obtained by each sensor is only stored in the memory unit 1008, the memory unit 1008 and each of the sensors may be directly connected without using the flapping control unit 1005. Flapping control unit 1005 is electrically connected to communication control unit 1009, and data is input / output between flapping control unit 105 and communication control unit 1009. The communication control unit 1009 transmits / receives data to / from an external device (such as another flapping device or a base station) via the antenna unit 1010.

  With such a communication function, data acquired by the flapping apparatus and stored in the memory unit 1008 can be quickly transferred to an external apparatus. In addition, the flapping apparatus receives information that cannot be obtained from an external apparatus and accumulates such information in the memory unit 1008. Thereby, the flapping apparatus can use such information transmitted from the outside for controlling the flapping flight. For example, even if the flapping apparatus does not store all the large map information in the memory unit 1008, it is possible to obtain map information in a necessary range from a base station or the like at any time.

  In FIG. 8, the antenna portion 1010 is shown as a rod-like member protruding from the end of the body portion 1000, but if the antenna portion has a function as an antenna portion, its shape, arrangement, etc. Is not limited to that shown in FIG. For example, the wing edge of the wing part 714 may be used, and a loop-shaped antenna part may be formed on the wing edge. Further, the flapping apparatus may be a flapping apparatus in which the antenna unit is built in the body part 1000, or may be a flapping apparatus in which the antenna unit 1010 and the communication control unit 1009 are integrated.

  The power supply unit 1011 supplies the acceleration sensor 1003, the angular acceleration sensor 1004, the calculation unit, the flapping control unit 1005, the left and right actuators 701, 702, the center of gravity control unit 1007, the memory unit 1008, the communication control unit 1009, the antenna unit 1010, and the like. Driven by the current being applied.

  Here, electric power is used as driving energy, but fuel may be used as driving energy. In this case, an internal combustion engine is used instead of the vibration actuator. It is also possible to use an actuator utilizing a physiological redox reaction, as seen in insect muscles. Further, instead of a method of having driving energy inside the flapping apparatus, a method of acquiring the driving energy of the actuator from the outside may be used. For example, a thermoelectric element or an electromagnetic wave may be used as a means for obtaining electric power using external driving energy.

(Floating method)
For simplicity of explanation, it is assumed that the external force acting on the flapping apparatus is only the fluid force that the wing receives from the fluid and the gravity acting on the flapping apparatus (the product of the mass of the flapping apparatus and the gravitational acceleration). In order for the flapping apparatus to constantly rise, the following relationship is obtained in the time average during one flapping operation:
(Vertical fluid force acting on the wing)> (Gravity acting on the flapping device)
It is necessary to meet. One flapping operation refers to an operation composed of an operation of dropping a wing and an operation of raising a wing immediately thereafter.

In addition, in order to raise the flapping device by making the vertically upward fluid force greater than the gravity acting on the flapping device,
(Vertical upward fluid force acting on the wing during down-motion)
> (Vertical downward fluid force acting on the wing during launching)
It is necessary to become.

  Here, the vertical upward fluid force acting on the wing in the down motion (hereinafter referred to as “the fluid force at the time of down motion”) is applied to the wing in the up motion by simplifying the method of flapping the insect. A description will be given of a method of increasing the applied vertical downward fluid force (hereinafter referred to as “fluid force at launch”).

  For convenience of explanation, the behavior of the fluid and the force exerted by the fluid on the wing will be described with reference to the main components. The magnitude relationship between the levitation force obtained by the above flapping method and the gravity (hereinafter referred to as “weight”) acting on the flapping apparatus will be described later.

  In order to make the fluid force at the time of downstroke greater than the fluid force at the time of launch, the wing portion 714 may be lowered so that the volume of the space in which the wing portion 714 moves at the time of downstroke is maximized. For this purpose, the wing portion 714 may be pushed down substantially parallel to the horizontal plane, so that the fluid force exerted on the wing portion 714 is substantially maximized.

  On the contrary, at the time of launch, the wing 714 may be launched so that the volume of the space in which the wing 714 moves is minimized. For this purpose, the wing 714 may be launched at an angle close to a substantially right angle with respect to the horizontal plane, whereby the fluid force exerted on the wing 714 is substantially minimized.

  Therefore, when each of the wing shaft portions 703 and 704 reciprocates around the vibration shaft 700 by driving each of the vibration type actuators 701 and 702, each of the wing shaft portions 703 and 704 has a horizontal plane. It is assumed that reciprocation is performed by a rotation angle of angle γ upward and downward around a substantially coincident position. Furthermore, as shown in the first wing shaft portion angle 801 and the second wing shaft portion angle 802 in FIG. 9, the second wing shaft is in relation to the phase of the reciprocating motion of the first wing shaft portion 703. The phase of the reciprocating motion of the unit 704 is delayed by φ.

  As a result, among the series of reciprocating movements of the wing shown in FIG. 8 (illustrated as φ = 20 ° here), the vibration type actuator 701 located at a higher position when the wing is lowered from τ = 0 ° to 180 °. Since the first wing shaft portion 703 of the first wing shaft portion 703 and the second wing shaft portion 704 are moved down first, the film portion 706 between the tips of the first wing shaft portion 703 and the second wing shaft portion 704 (which is not shown in the drawing) The wings 714) on the extension approach the horizontal.

  On the other hand, at the time of launching τ = 180 ° to 315 °, the difference in height between the tip of the first wing shaft portion 703 and the tip of the second wing shaft portion 704 is enlarged, and the distance between both wing shafts is increased. The film part 706 also approaches vertical. As a result, there is a difference in the amount by which the wing 714 on the extension of the film portion 706 between the wing shafts stretched between the first wing shaft portion 703 and the second wing shaft portion 704 pushes down or pushes up the fluid. Arise. As a result, in the case of the flapping apparatus of the present embodiment, the fluid force at the time of the downstroke is greater than the fluid force at the time of the launch, and the levitation force is obtained.

  This levitation force vector is tilted back and forth by changing the phase difference φ. If the levitation force vector is tilted forward, it will be propulsion motion, if it is tilted backward, it will move backward, and if it is directed directly above, it will be in a stationary flight (hover) state. In actual flapping flight, it is possible to control forward, backward, and hovering by controlling the flapping frequency f or flapping angle γ in addition to the phase difference φ. Further, in this flapping apparatus, the flapping elevation angle θ is fixed, but if a mechanism for changing the elevation angle θ is further added to the flapping apparatus, the degree of freedom in controlling the flapping method can be increased.

(Flapping control)
The actual flapping control will be described in more detail. In the above-described flapping apparatus, the twist angle α (see FIG. 8) formed by the tip of the wing during the down or up operation is l for the wing length, w for the wing width, γ for the flapping angle, If the phase of the flapping motion is τ (the moment when it is most lifted is 0 °, the moment when it is most down is 180 °), and the phase difference between the first wing shaft portion 703 and the second wing shaft portion 704 is φ. (See FIG. 8), expressed as:

α = (l / w) · {sin [γ · cosτ] −sin [γ · cos (τ + φ)]}
Actually, since both the front wing shaft (first wing shaft portion 703) and the rear wing shaft (second wing shaft portion 704) are elastically deformed, the twist angle α takes slightly different values. Each of the first wing shaft portion 703 and the second wing shaft portion 704 has a smaller twist angle α toward the root. However, in the following discussion, for convenience, explanation will be made using α in the above formula.

The vertical component F of the fluid force acting on the untwisted wings is expressed as follows: fluid density is ρ, flapping angle is γ, and flapping frequency is f.
F = (4/3) · π ² · ρ · w · γ ² · f ^{2 ·} l ³ · sin ² τ · cos [γ · cos τ]
It becomes.

  The horizontal component of the fluid force acting on the wings cancels each other if the left and right wings make the same movement.

  When the wing has a twist angle α, the component L and the horizontal component D perpendicular to the flapping motion plane of the vertical component F are as follows.

L = F ・ cosα ・ sinα
D = F · cos ² α
Further, when considering the flapping elevation angle θ, the vertical component A to be balanced with the weight and the horizontal component J which is the driving force for the longitudinal motion are as follows:
A ↓ = -L ・ cosθ + D ・ sinθ
J ↓ = -L · sinθ-D · cosθ
At launch,
A ↑ = L ・ cosθ−D ・ sinθ
J ↑ = L · sinθ + D · cosθ
It becomes.

  Each of the actual levitation force and propulsion force is obtained by integrating the above-described expression in the period of one cycle of the flapping motion.

  From the above, as an example of this flight control, the wing length l = 4 cm, the wing width w = 1 cm, the flapping elevation angle θ = 30 °, the flapping angle γ = 60 °, the flapping frequency f = 50 Hz, and the downswing. FIG. 10 shows the relationship between the change in the vertical component A and the horizontal component J and the change in each angle when the phase difference φ ↓ = 4 ° at the time and the phase difference φ ↑ = 16 ° at the launch.

  The horizontal axis represents one cycle (360 °) of flapping motion using the phase τ. Regarding the phase of the horizontal axis, the first half (0 ° to 180 °) indicates a downhill, and the second half (180 ° to 360 °) indicates a uphill. The curves in each graph are the flapping angle γf of the front wing shaft, the flapping angle γb of the rear wing shaft, the wing twist angle (θ−α) from the horizontal plane, the vertical component A of the fluid force, and the time of the horizontal component J. Each change is shown.

  In this example, in the vertical direction component A of the fluid force per unit time, since the downstroke time is larger than the upstroke time, the vertical upward fluid force of about 500 dyn is 1 on average in one cycle of the flapping motion. Obtained with a single feather. Therefore, with two wings, if the weight of the flapping device is about 1 g or less, the wing can float. Further, since the horizontal component J of the fluid force per unit time is almost canceled during one cycle, a flapping apparatus having a weight of about 1 g can be hovered.

  According to the flapping apparatus of the present embodiment, it is possible to move forward by increasing the phase difference φ ↓ at the time of downstroke or by reducing the phase difference φ ↑ at the time of launch. At this time, it is desirable to slightly reduce the frequency f in order to advance horizontally. Conversely, if the phase difference φ ↓ at the time of launch is reduced or the phase difference φ ↑ at the time of launch is increased, it is possible to move backward. At this time, in order to move backward horizontally, it is desirable to slightly increase the frequency f.

  In this flapping apparatus, for example, while keeping the phase difference φ ↑ at the time of launch at 16 °, the phase difference φ ↓ at the time of downstroke is increased to 7 ° or the phase difference φ ↓ at the time of downstroke is 4 While maintaining at °, the phase difference φ ↑ at launch is reduced to 11 ° and lowered to a flapping frequency f = 48 Hz, so that it can move forward at a speed of about 1 m in the first second. .

  Also, for example, while keeping the phase difference φ ↑ at the time of launch at 16 °, the phase difference φ ↓ at the time of launch is reduced to 1 °, or the phase difference φ ↓ at the time of launch is kept at 4 °. In this state, the phase difference φ ↑ at the time of launch is increased to 24 ° and the flapping frequency f is increased to 54 Hz, so that it can move backward horizontally at a speed of about 1 m for the first second.

  In order to raise or lower the flapping apparatus in the hovering state, the frequency f may be increased or decreased.

  Even during level flight, ascent and descent can be controlled mainly by the frequency f. Increasing the frequency f raises the flapping apparatus, and lowering the frequency f lowers the flapping apparatus.

  In this example, the torsion angle α of the wing is slowly changed during the launching operation or the downing operation, in order to reduce the load on the actuator. For flapping motion to obtain levitation force, set the torsion angle α of the wing to a constant value during launching or downing, and from downing to launching, or from launching to downing The twist angle α may be rapidly changed at the change point.

  FIG. 11 shows temporal changes of the vertical direction component A and the horizontal direction component J together with the temporal change of each angle when the flapping elevation angle θ = 0 °. In this case, it is a flapping movement inspired by hummingbird hovering. In the case of steering for turning to the left and right, if the flapping motion of the left and right wings can be controlled separately, the difference between the propulsive force generated by the flapping motion of the left wing and the propulsive force generated by the flapping motion of the right wing is different. You just have to have it. For example, to make a right turn while flying forward, the flapping angle γ of the right wing is made smaller than that of the left wing, or the phase difference between the front and rear wing axes of the right wing is set to the left wing. If the flapping elevation angle θ can be controlled, control is performed such that the right wing θ is smaller than the left wing. Thereby, the propulsive force of the right wing becomes relatively smaller than the propulsive force of the left wing, and the vehicle can turn right. In the case of turning the flapping device to the left, the above-described control may be reversed.

  Further, the center of gravity control unit 1007 shown in FIG. 9 may be used to turn left and right by shifting the center of gravity of the flapping apparatus from side to side.

  For example, by shifting the center of gravity to the right from the center axis of the flapping device, tilting the right wing downward, tilting the left wing upward and increasing the frequency f of the left and right wings, the flapping device is turned to the right. Can do. Further, by shifting the center of gravity to the left side from the center axis of the flapping device and increasing the frequency f of the left and right wings, the flapping device can be turned to the left. However, in any case, in order to keep the posture stable, it is desirable to set the flapping frequency f of the left wing and the flapping frequency f of the right wing to the same value.

  In the above description, the case where the two reciprocating planes of the first and second wing shaft portions 703 and 704 are orthogonal to the vibration axis 700 has been described. Therefore, in this case, these two planes are in a parallel relationship with each other. However, as shown in FIG. 7, the flapping apparatus may be such that a plane in which the wing shaft portion 703 reciprocates and a plane in which the wing shaft portion 704 reciprocates intersect so as to have a predetermined angle. By doing in this way, using the respective elastic forces of the first and second wing shaft portions 703 and 704 and the tension of the wing portion 714, the launching motion is changed to the downing motion, or the downing motion to the launching motion. It is possible to speed up the change from the positive value to the negative value or from the negative value to the positive value of the wing twist angle α when moving.

As shown in FIG. 12, when the direction in which the first wing shaft portion 703 extends and the direction in which the second wing shaft portion 704 extends are directed outward from each other by an angle ε, The width between the base 703a of the part and the base 703b of the wing shaft part is w, and the length of the wing shaft part is 1,
sinε> [(w ² + 8 · l ² ) ^1/2 −w] / 4 · l
If ε satisfies the condition, the distance Wo between the tip 703b of the wing shaft portion and the tip 703b of the wing shaft portion at the wing twist angle α = 0 ° (γf = γb) becomes the maximum. At this time, since the elastic force of the wing shaft part and the tension of the film part are also maximized, the change in the twist angle α can be speeded up. Also, the flapping apparatus is more stable when | α |> 0.

  Note that ε satisfying the above formula is ε> 30 ° when the wing aspect ratio Ap (l / w) = 1, ε> 17.2 ° when Ap = 4, and ε> 10 when Ap = 10. 11.5 °.

  Furthermore, if each of the first and second wing shaft portions 703 and 704 can rotate around the axis in the extending direction, the positional relationship between the first wing shaft portion 703 and the second wing shaft portion 704 is obtained. Even if it changes, it becomes possible to always make the part to which the wing | blade part 714 is fixed to the 1st and 2nd wing shaft parts 703 and 704 mutually face each other substantially. Therefore, since the load applied to the actuators 701 and 702 is reduced, the flapping apparatus can be controlled with high efficiency.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

  The present invention is used for industrial or household robots.

It is a figure which shows the flapping apparatus of Embodiment 1. FIG. It is a figure which shows the flapping apparatus of Embodiment 2. FIG. It is a figure which shows the flapping apparatus of Embodiment 3. FIG. It is a figure which shows the flapping apparatus of Embodiment 4. FIG. It is a figure which shows the relationship between a twist angle and the phase of flapping motion. It is a figure which shows the structure of the drive part of the flapping apparatus of an example of a flapping apparatus. FIG. 7 is a diagram for explaining that the reciprocating motion of the first wing shaft portion and the reciprocating motion of the second wing shaft portion have a phase difference in the driving unit of the flapping apparatus shown in FIG. 6. It is a figure which shows the structure of the whole flapping apparatus of an example of a flapping apparatus. It is a figure which shows an example of the flight aspect of the flapping apparatus shown to FIG. 6 and FIG. It is a figure which shows the levitation | floating force and propulsive force when making the flapping apparatus shown in FIG. 6 and FIG. 7 make predetermined flapping. It is a figure which shows the levitation | floating force and propulsive force when making the flapping apparatus shown in FIG. 6 and FIG. 7 make other predetermined flapping methods. In the flapping apparatus shown in FIG. 6, two wing shafts when the direction in which the first wing shaft portion extends and the direction in which the second wing shaft portion extends are directed outward from each other by an angle ε. It is a figure which shows the state of a part.

Explanation of symbols

  100, 200, 300, 400, 714 Wings, 101, 201, 301, 401 Wings, 102, 202, 302a, 302b, 402a, 402b Membrane, 103, 203, 303, 403, 703 First wing Shaft portion, 104, 204, 304, 404, 704 Second wing shaft portion, 105, 205, 305, 405 First drive portion, 106, 206, 306, 406 Second drive portion, 700 Vibration shaft, 701 , 702 Vibration type actuator, 705 body part, 706 film part between wing shafts, 707 tip part of wings, 708 body axis, 709 center axis, 801 angle of first wing shaft part, 802 of second wing shaft part Angle, 1001 CCD, 1002 GPS, 1003 Acceleration sensor, 1004 Angular acceleration sensor, 1005 Flapping control unit, 1007 Center of gravity control Department, 1008 memory, 1009 a communication control unit, 1010 antenna unit, 1011 a power supply unit, 703a, the base of 704a feather shaft portion, 703b, the distal end of 704b feather shaft portion.

Claims (9)

A wing part for flapping a space in which a fluid exists, comprising a wing part constituting an outer peripheral edge of the wing part, and a film part stretched on the inside of the wing part, and at least a force from the fluid A wing portion having an elastic modulus of the wing edge portion on the receiving side higher than an elastic modulus of the membrane portion ;
A first wing shaft attached to the membrane so as to support the wing;
A second wing shaft attached to the membrane so as to support the wing;
A first drive unit connected to one end of the first wing shaft part and reciprocating the first wing shaft part;
The first drive unit a drive unit Ru can der be driven independently, which is connected to one end of the second wing axis portion, the second reciprocating the said second wing shaft With a drive unit,
A flapping apparatus in which a distance between the first wing shaft portion and the second wing shaft portion is smaller than a width of the wing portion. A wing part for flapping a space in which a fluid exists, the wing part having an outer peripheral edge of the wing part, and a film part stretched inside the wing part,
A first wing shaft portion at least partially attached to a front edge portion of the wing edge portion so as to support the wing portion;
A second wing shaft attached to the membrane so as to support the wing;
A first drive unit connected to one end of the first wing shaft part and reciprocating the first wing shaft part;
The first drive unit a drive unit Ru can der be driven independently, which is connected to one end of the second wing axis portion, the second reciprocating the said second wing shaft With a drive unit,
A flapping apparatus in which a distance between the first wing shaft portion and the second wing shaft portion is smaller than a width of the wing portion.   The flapping apparatus according to claim 1 or 2, wherein the film portion sandwiched between the first wing shaft portion and the second wing shaft portion has a corrugation structure. The Young's modulus of the film portion sandwiched between the first wing shaft portion and the second wing shaft portion is sandwiched between the first wing shaft portion and the second wing shaft portion. it is smaller than the Young's modulus of not the film unit, fluttering apparatus according to claim 1 or 2. The first wing shaft portion is connected to the first driving portion, the first middle shaft portion is attached to the membrane portion, the first tube portion into which the first middle shaft portion is inserted, Have
The flapping apparatus according to claim 1 or 2, wherein during the flapping motion, the first tube portion rotates about a direction in which the first middle shaft portion extends as a rotation axis. The first wing shaft is provided at a position closer to the leading edge than the second wing shaft;
The second wing shaft portion is connected to the second driving portion, the second middle shaft portion is attached to the membrane portion, the second tube portion into which the second middle shaft portion is inserted, Have
The flapping apparatus according to claim 1 or 2, wherein during the flapping motion, the second cylindrical portion rotates about a direction in which the second middle shaft portion extends as a rotation axis.   In the state where the wing portion is stationary, from the curvature of the cross-sectional shape when the film portion is cut along the first direction substantially parallel to the first wing shaft portion or the second wing shaft portion. The flapping apparatus according to claim 1, wherein a curvature of a cross-sectional shape when the film portion is cut along a second direction substantially perpendicular to the first direction is larger.   The l / a is 4 or more, where a is the distance between the first wing shaft portion and the second wing shaft portion, and the length of the wing portion is l. The flapping apparatus according to 2.   The width of the wing part is w, and when the distance between the first wing shaft part and the second wing shaft part is a, w / a = 5 or more. The flapping device described in 1.

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