Air vehicle flight mechanism and control method
Heavier-than-air, aircraft having flapping wings, e.g., ornithopters, where angular orientation control is effected by variable differential sweep angles of deflection of the flappable wings in the course of sweep angles of travel and/or the control of variable wing membrane tension.
1. An air vehicle apparatus, comprising:
a first flapping control surface and a second flapping control surface;
wherein the first flapping control surface and the second flapping control surface are capable of providing hovering and control moments without the benefit of additional control surfaces, and wherein the hovering and control moments comprise variable differential sweep angles of deflection of the first flapping control surface and the second flapping control surface in the course of respective sweep angles of travel.
2. The air vehicle apparatus of claim 1 wherein the hovering and control moments further comprise variable differential luffing of the respective first flapping control surface and second flapping control surface.
3. The air vehicle apparatus of claim 1 wherein the hovering and control moments further comprise variable and differential angular velocity of the respective first flapping control surface and second flapping control surface.
4. The air vehicle apparatus of claim 1 , further comprising:
a first pivot point, wherein the first flapping control surface flaps in a first sweep angle of travel about the first pivot point; and
a second pivot point, wherein the second flapping control surface flaps in a second sweep angle of travel about the second pivot point.
5. The air vehicle apparatus of claim 4 , wherein the first flapping control surface and the second flapping control surface provide a roll moment of the control moments by a difference in the first sweep angle of travel and the second sweep angle of travel.
6. The air vehicle apparatus of claim 4 , further comprising:
a first and second boom stops of the first flapping control surface, wherein the first and second boom stops limit the first sweep angle of travel of the first flapping control surface between a forward stroke boom position a backward stroke boom position.
7. The air vehicle apparatus of claim 6 , wherein the first and second boom stops are biased to provide a greater sweep angle of deflection in the forward stroke than in the backward stroke to produce a net yawing moment of the control moments of the air vehicle.
8. The air vehicle apparatus of claim 6 , wherein the first and second boom stops define a neutral boom position to produce a same boom angle of deflection of the first flapping control surface in the forward stroke as in the backward stroke.
9. An air vehicle, comprising:
a processor;
at least one drive motor in communication with the processor;
a first flapping wing in communication with one of the at least one drive motor; and
a second flapping wing in communication with one of the at least one drive motor;
wherein the processor and the at least one drive motor are configured to drive the first flapping wing and the second flapping wing to provide lift and control moments without the benefit of either horizontal or vertical stabilizers, and wherein the lift and control moments comprise variable differential sweep angles of deflection of the first flapping wing and the second flapping wing in the course of respective sweep angles of travel.
10. The air vehicle of claim 9 wherein the lift and control moments further comprise variable differential luffing of the respective first flapping wing and second flapping wing.
11. The air vehicle of claim 9 wherein the lift and control moments further comprise variable and differential angular velocity of the respective first flapping wing and second flapping wing.
12. The air vehicle of claim 9 , wherein the processor and the at least one drive motor are further configured to:
drive the first flapping wing and the second flapping wing to flap horizontally about a fuselage, wherein the first flapping wing and the second flapping wing have a first and second variable differential sweep angles of deflection, respectively; and
provide vertical and horizontal air vehicle orientation control in response to the horizontal flapping.
13. The air vehicle of claim 9 , wherein the processor and the at least one drive motor are further configured to:
generate a roll moment in the air vehicle, wherein a first sweep angle is larger than a second sweep angle.
14. The air vehicle of claim 9 , wherein the processor and the at least one drive motor are further configured to:
induce a left yaw moment in the air vehicle in response to:
a deflection of the first flapping wing less than a deflection of the second flapping wing during a back stroke of the flapping; and
the deflection of the second flapping wing less than the deflection of the first flapping wing during the forward stroke of the flapping.
15. The air vehicle of claim 9 , wherein the processor and the at least one drive motor are further configured to:
induce a right yaw moment in the air vehicle in response to:
a deflection of the first flapping wing more than a deflection of the second flapping wing during a back stroke of the flapping; and
the deflection of the second flapping wing more than the deflection of the first flapping wing during the forward stroke of the flapping.
16. The air vehicle of claim 9 , wherein the processor and the at least one drive motor are further configured to:
induce a forward pitching moment in the air vehicle in response to:
a deflection of the first flapping wing and the second flapping wing during a first portion of a forward stroke of the flapping less than during a second portion of the forward stroke of the flapping.