A REPORT

ON
DESIGN AND ANALYSIS OF A FLAPPING MECHANISM

BY
KUNAL GUPTA 2010H106101P
ARJUN.B.S 2010H142120P
IMRAN KHAN 2010H142128P

SUBMITTED TO
Mr. Arshad Javed
Instructor-in-charge
ROBOTICS AND MECHANISM




BIRLA INSTITUTE OF TECHNOLOGY AND SCIENCE,PILANI
(DECEMBER 2010)


Certificate

This is to certify that the project entitled DESIGN AND ANALYSIS OF
FLAPPING MECHANISM embodies the original work done by group kunal
guptha,Arjun.B.S, Imran Khan,under the supervision of Mr Arshad Javeed.

Place:
Date:
Signature:


























Abstract

Flapping Wing Micro Air Vehicle (FMAV) is the design of air vehicles with
aerodynamics that mimic the natural flight of insects and birds. .FMAV based on avian flight is
called Ornithopter and that based on insect flight is known as Entomopter. The kinematics of
real birds is difficult to be mimicked because of extreme complexities involved and weight
limitations of an Ornithopter.

This report investigates the design and performance of a flapping wing mechanism which
generates flapping motion through resonant excitation similar to flight apparatus of insects. The
desired flapping motion is based on optimum aerodynamic efficiency. The mechanism is driven
by a conventional motor and gearbox. The rotary motion is converted into oscillatory excitation
through a four-bar linkage. This study explores the optimal design parameters of this mechanism
for peak performance. Modified Strip Theory based on blade elemental analysis has been used to
develop the aerodynamic model for rectangular wing form.
















1. Introduction
An Ornithopter is an aircraft that uses flapping wing motion to fly. This type of flight offers
potential advantages over fixed-wing flight, such as maneuverability, at slow speeds (1-40m/s). Natural
ornithopters range in size from small flying insects to large birds and flap their wings from about 5 to
200Hz. Ornithopters are modeled as micro aerial vehicles for defence applications. MAVs are restricted
both in size and weight. Therefore the embedded systems used to control the ornithopter must be low-
power and lightweight. This limits the processing power available for control calculations and generates
the need for simple control loops.

According to wing motion, MAV is divided into three types: fixed wing, rotary wing and flapping
wing. Flapping flight for MAV is an intriguing mode of locomotion because it provides maneuverability
and high efficiency which are not obtainable by fixed or rotary wing aircraft.

Micro aerial/air vehicle have military applications for reconnaissance missions in confined spaces
or under dangerous circumstances. The discreetness of a flapping wing MAV adds appeal for these types
of covert operations. Employment in civilian search and rescue missions under dangerous or questionable
circumstances such as fire or earthquake also fuels MAV development.

1.1 Background

Birds differ from insects in three major respects. They are larger, ranging in mass from about 2g
to about 15kg (for flying species), or in wingspan from 0.15 to 3 m. The lower end of the size range
overlaps with a few of the largest insects, but the majority of the birds are much larger. One consequence
of this is that most birds can achieve normal flight with quasi-steady aerodynamic mechanisms, without
resource to novel mechanisms of lift generation. Second, bird flaps with actively deformed wings with
muscles and joints within the wing surface, rather than with deformable insect wings controlled from the
wing base. Third, birds are dominated by mechanisms to reduce drag and improve aerodynamic
performance, because they are more constrained by available power requirements than are the much
smaller insects .one reason for the relatively limited aerodynamic application of the bird model to MAVs
may be perceived in implementing a copy of the deformable feathered avian wing.

The wing motion is dependent on a dimensionless number called the Reynolds number.
Reynolds number gives a measure of the ratio of inertial forces to viscous forces and consequently
quantifies the relative importance of these two types of forces for given flow conditions. In the low
Reynolds number regime, flapping wings is a highly efficient means of propulsion. This fact is evidenced
by the large number of examples we observe in nature .birds like seagull is estimated of achieving
maximum propulsive efficiencies of about 89.6 %.

. Flapping bird like MAVs could potentially have a number of advantages over alternatives with
different mechanisms of propulsion. Compared to insect-scale devices,
- they will enjoy greater range and endurance
- will be less affected by weather and climate
- will be able to fly in open air
- with appropriate design, the thrust-to-weight ratio is also lower
- flight speeds are higher.

2. Mechanism

Modeling a biological flapping wing is challenging because of the complex design of the wing
and its flexible nature. During the different stages of flight, the flexing of wing is different. So simulating
a biological wing motion becomes extremely difficult.

The ornithopter is modeled on the four bar mechanism. It consists of four rigid bodies (called
bars or links), each attached to two others by single joints or pivots to form a closed loop.
If each joint has one rotational degree of freedom (i.e., it is a pivot), then the mechanism is usually planar,
and the 4-bar is determinate if the positions of any two bodies are known (although there may be two
solutions). One body typically does not move (called the ground link, fixed link, or the frame), so the
position of only one other body is needed to find all positions.

The two links connected to the ground link are called grounded links. The remaining link, not
directly connected to the ground link, is called the coupler link. In terms of mechanical action, one of the
grounded links is selected to be the input link, i.e., the link to which an external force is applied to rotate
it. The second grounded link is called the follower link, since its motion is completely determined by the
motion of the input link. Planar four-bar linkages perform a wide variety of motions with a few simple
parts.


Figure 2.1 single crank four bar mechanism

The single crank mechanism is basically a four bar crank rocker mechanism. A motor powers the
crank as shown in figure. The wing is attached on to the rocker. This mechanism
Does not give a symmetric flapping motion neither it would give a motion that is fully harmonic. Fully
harmonic motion cannot be achieved by a four bar mechanism. The advantages of this mechanism are-
that it is simple and would be very light

3. Design requirements

The following are the requirements from the design perspective
1. The whole mechanism should weigh as less as possible.
2. The mechanism should be simple i.e. It should have less joints. It should be rigid.
3. The flapping of the wings should be close to harmonic.
4. Phase difference between the flapping of the wing should be as close to zero as possible.
5. Wings should be in the same vertical plane.
6. Total flapping angle of the wings should be 60_ (+ 30_ to -30_).
4. Design steps
The following sequences of steps have been followed in the simulation process:
1. Linkage synthesis
2. Modeling
3. Displacement and velocity analysis.
4. Estimation of design parameters using Matlab
5. Calculation of aerodynamic efficiency of the model based on the design equations.

4.1 linkage synthesis
Linkage synthesis is the process of finding the lengths of the links. The length of one of the links
is assumed and that of the others is calculated by geometry. In this project we assume the rocker length =
6.2mm
the schematic for the four bar mechanism is shown in figure. A four-bar link mechanism is in
equilibrium a,b,c,d represent the magnitudes of the links ab,bc, cd and da respectively. , and are the
angles of ab,bc,cd,da respectively with the x-axis(taken along ad).ad is the fixed link.ab is taken as the
input link whereas dc as the output link.
When the link ab rotates with a constant angular velocity the link bc rocks back and forth with
a variable angular velocity of . The variation of with respect to u should be as close to harmonic
motion as possible. The linkage lengths a, l2, l3 and l4 decide this. The total flapping angle required is 60
degrees with 30 degrees on the either side of the mean position.
This requires to vary from 30 degrees to + 30 degrees. The corresponding linkage lengths are
worked out as the function of a parameter a, as shown in the figure 7.2. The figure shows the position of
the link l4 at the two extreme positions.


Figure 4.1: schematic of four bar mechanism

Calculations:
Sin30=
|
|
.
|

\
|
O C
M C
1
1

C
1
M =
2
4
L

C
2
M=
2
4
L

OM
2
= 0C
2
2
+ MC
2
2

OM
2=
l
4
2
-
2
4
2
L

OM=
2
4
2
4
2
|
|
.
|

\
|

L
L


Considering the points at the extreme ends

L
3
+ L
2
= a + c
1
c
2
L
3
- L
2
= a + L
4
Now,
L
3
- L
2
=ac
2
= a
Solving eqn4.1 and 4.2, we get
L
3
= a +L
4
/2
L
2
=
2
4
L

L
1
=
4
3
2
4
2
4
L L
a + |
.
|

\
|
+

Using the above equations, the final dimensions are found out as given in table 1.


Links Dimensions
L1 18.12 mm
L2 3 mm
L3 18 mm
L4(assumed) 6 mm
C0 5.8 mm
78.19

a(constant) 15


Table 1: dimensions of the links

5. Modeling

The mechanism is modeled with the help of Solid works, cad software developed by dassault
systems solid works corp.

For converting rotary motion into reciprocating motion, two crank rocker mechanisms are used in
the flapping mechanism, as shown in fig. 5.1. The crank OA is commonly used by two crank rocker
mechanisms. Two crank rocker mechanisms own the same parameters and the flapping mechanism is
completely symmetrical, but their motion is nonsymmetrical. The extended segment C
0
of rockers
provides the space for installation of veins. According to related theory of crank rocker mechanism, given
parameters L0, a and L3, the parameter L2, flapping angle and crank angle between limiting positions
can be calculated.


Figure 5.1 schematic of the single crank rocker mechanism

Due to existence of the little crank angle between two limiting positions, crank rocker
mechanisms are used in the flapping wing mechanism to provide a quick-return motion. One flapping
wing period can be divided into: upstroke and downstroke. Consequently, the upstroke
Is slightly faster than downstroke.

the modeling is done in two phases-
Phase 1: The modeling of the crank rocker four bar mechanism in solid works.
Phase 2: calculation of the motor torque by using the centre of gravity (g
x)
obtained from the model in
phase1.



Phase 1 solid works modeling
The model is constructed using the raw materials:
1. Raw polystyrene for modeling the wings
2. Steel - for modeling the mechanism

The screenshots for the finished model are given in the next page:


Figure 5.2 final model in solid works



Figure 5.3 front view of the Ornithopter

Figure 5.4 top view of the ornithopter



Figure 5.5 mechanism of the Ornithopter

Phase 2 Motor torque calculation

The torque of the motor to be used is calculated in this phase.

Mass
(kg)
Center of gravity
(mm)
Torque
(mn-m)
Wing 0.009 78.034 6.88
Rocker 2.741x10
_4
4.959 0.0133
Connecting rod 4.354x10
_4
1.59 6.79x10
_3

Crank 1.624x10
_4
3.857x 10
_3
3.857x10
_3

Wing motors(4) 44x10
-3
10.273 1.07
Battery 30x10
-3
1 0.2943
Input motor 46x10
-3
0 0


Overall weight of mechanism is (19+44+30+46)=139 g

Total torque=t
1
+2(t
2
+t
3
+t
4
)+

t
5
+
t
6


t
1
=Torque required for crank
t
2
= Torque required for connecting rod
t
3
= Torque required for Rocker
t
4=
Torque required wing assembly
t
5
=
Torque required to hold 4 motors for feathering action
t
6
=
Torque required to hold motor for battery

Total torque=3.857x10
_3
+2(6.79x10
_3
+0.0133+6.88)+4.28+0.2943+0.45126
Total torque =18.8295 m N-m

From the catalogue we selected dc motors are selected.

1) Input motor
Motor is 2224 s series with torque up to 21.4 m N-m, with no load speed of
5700 rpm with housing material of steel, black coated, nominal power up to 4.55
watt
2) Motor for wing assembly
Motor is 1219 G series with torque up to 1.19 m N-m, with no load speed of
16200 rpm With housing material of steel, black coated, nominal power up to 1.3
watt
3) Battery specification
Battery which is selected AA BATTERY, which weighs 30gms,capacity of
2200 mAH and voltage of 1.2 V







6. Displacement and velocity analysis

Figure 6.1 the schematic of four bar mechanism
The relationship between the crank and rocker angles are then found out by analyzing the
displacements.
Displacement analysis along x-axis
l2 cos 1+l3 cos 1=d+c cos 1
l 3 cos 1=l4c cos 1- l1 cos 1+l1
(l3cos 1)
2
=(l4 cos 1-l2 cos 1+l1)
2
(l3cos 1)
2=
l4
2
cos
2
1 + l2
2
cos
2
1+d
2
-2l1l4 cos 1 cos1-2l2d cos 1 +2l4l1 cos 1
Displacement analysis along y-axis
l2 sin 1+l3 sin 1=l4 sin1
(l3sin 1)
2
=l4
2
sin
2
1 + l2
2
sin
2
1-2l2l4 sin 1 sin1
Adding the equations
Finally
( )
( ) 2 / 1 tan 1
2 / 1 tan 2
1 sin
2
|
|
|
+
=
)
2
1
( tan 1
2
1
tan 1
1 cos
2
2
|
|
|
+
|
.
|

\
|

=
C.d.

) 2 / 1 ( tan 1
)
2
1
( tan 1
2
2

-a.c.cos.

) 2 / 1 ( tan 1
)
2
1
( tan 1
2
2

-ac sin 1
2
1
tan 1
2
1
tan 2
2
|
|
+
-a.d.cos 1+k=0
A tan
2
(1/2)+b tan(1/2) +c =0
|
|
.
|

\
|
+
=
|
.
|

\
|
A
AC B B
2
4
2
1
tan
2
|

|
|
.
|

\
|
+
=

A
AC B B
2
4
tan 2 1
2
1
|

A relation between the coupler link and the input link position can also be found.
---- (6.1)
1=2
(
(

D
DF E E
2
4
tan
2
1


where
D=k
1
-l
2
(l
1
+l
3
)cos
1
+l
3
l
1

E=-2l
2
l
3
sin
1

F=k-l
2
(l
1
-l
3
) cos
1
l
3
l
1

Velocity analysis
Let
c b a
e e e , ,
be the angular velocities of links ab, bc, cd respectively.
Then
(

=
) 1 1 sin(
) 1 1 sin(
u |
u | e
e
o
c
a
c


(

=
) 1 1 sin(
) 1 1 sin(
u |
u | e
e
o
b
a
b

a
=from the motor specification,

from the link lengths, input angular velocity is 596.6 rad/s,
from the Matlab, flapping frequency will be of the range -18.8491 to 13.4943 Hz










---- (6.2)
---- (6.3)
t e 2 /
c
f =
7. Design parameters

Analytical modeling for aerodynamic forces has been done based on Blade Element Analysis
(quasi steady approach).

Assumptions.
a. Wings are made of flexible membrane attached with spar at leading edge
b. Both flapping and pitching movements are taken as sinusoidal functions with certain
amount of lag.
c. Upstroke and down strokes have equal time duration.

The flapping angle varies as sinusoidal function. and its rate are given by following equations

Figure 7.1 front view of flapping wings








Nomenclature
AR= wing aspect ratio
B= semi span length
C= chord length at span location r
C dp= parasite drag coefficient
C f =flat plate parasite drag coefficient
C l-c= circulatory lift coefficient with unsteady effects
C(k)= theodorsen lift deficiency function
G, f= theodorsen function coefficients
dr =width of blade element (span direction)
f= flapping frequency (Hz)
U =forward speed of Ornithopter
K= reduced frequency
=wing stroke angle with respect to body

max
= maximum flapping angle with horizontal plane
= pitch angle of blade element with flapping axis
= flapping axis pitch angle or incidence angle
dn
nc
=section normal force due to apparent mass effect
dl
c
=section lift due to circulation
dD
d
=section total drag
df
ver
=section vertical force
df
hor
=section horizontal force
F
ver
=total lift of ornithopter
F
hor=
total thrust of ornithopter
dt. =total drag

Based on the span of the ornithopter, initial parameters can be calculated from following
empirical formulae:
Mass = 0.606(2B)
2.381
to 0.885(2B)
2.381
Assume t=1 sec, f=16.16 Hz, b=12cm

Calculation of mass
Mass=0.7455*(2*0.12)
2.381

Mass=0.0249 kg


Calculation of aspect ratio
Aspect ratio = AR= 7.83(m)
0.05
to 8.15(m)
0.05

Aspect ratio=AR= 7.83(0.024)
0.05
to 8.15(0.024)
0.05

AR=6.5 to 6.827
The flapping angle varies as sinusoidal function. and its rate are given by following equations
(t) =
max*
cos2ft
(t)=(/6)*cos(2**16.16*1)
(t)=0.2805 radians

dt
| d
= -2f
max
sin(2ft)

dt
| d
= (-2**16.16)*(/6)*sin(2**16.16*1)
dt
| d
= -44.88 radians/sec
|
|
.
|

\
|
2
2
dt
d |
=2892.44 radians/sec
2

the side view of the ornithopter shows all the axes and pitching of the wings . Pitching angle
can be represented by following equation
(t) =
B
i r ) (

o
cos(2ft+ )
(t) =1* (/9)* cos(2**6.5*1+ /2) = -0.844 radians



Figure 7.2 motion of flapping wing in side view

|
.
|

\
|
dt
du
=-9.4956 radians/sec

|
|
.
|

\
|
2
2
dt
d u
=1519.3radians/sec
2
Where
o
is the maximum pitch angle, is the lag between pitching and flapping angle and r(i) is the
distance along the span of the wing at element i. The lag between pitching and flapping angle should
be such that when the relative air velocity is maximum, the pitch angle should be maximum. It is possible
only if the lag is 90
o
.

7.1 Calculation of aerodynamic forces

we can find the vertical and horizontal components of relative wind velocity as under
Forward speed of ornithopter u=6 m/s
V
x
=u cos (o ) + (0.75 .c.

)
V
x
=6 cos (/3) + (0.75 *0.1 *(9.4956)*sin (-0.844) =3.3959 m/s
V
y
= sin (o ) + (-r(i).d/dt.cos())+ (0.75 .c .

)
V
y
= sin(/3)+ (0.06*(-44.88)*cos(0.2805)+ (0.75 *0.1 *(9.4956)*sin(0.2805)) =13.3915 m/s
Relative Velocity is given by v
rel
=
2 2
Vy Vx +
V
rel
=13.8153 m/s

= tan
-1
(v
x
/ v
y
)
= tan
-1
(0.253) =13.94
o

eff
= +

eff
= 340.45
o
C
1
and c
2
are given by:-
C
1
= 0.5AR/ (2.32+AR)
C1=0.5*(6.827) / (2.32+6.827) = 0.3685
C
2
= 0.181 + (0.772/AR)
C
2
= 0.181 + (0.772/6.827) = 0.2998
K
cal
=reduced frequency=fc/u=0.05
F=1- (C
1
* k
2
) / (k
2
+ C
2
2
) =0.9964

G= -C
1
C
2
k/(k
2
+ C
2
2
)
= -0.0362
C(k)=

2 2
G F +

C(k) = 0.9970
The section lift coefficient due to circulation (kutta-joukowski condition) for flat plate is given by
C
l-c
= 2C(k) sin
eff

C
l-c
= 2**0.9970 sin(5.941) =-2.096
The section lift can thus be calculated by:
dl
c
=
2
1
. v
rel
2
C
l-c
. dr
where c and dr are the chord length and width of the element of wing under consideration
=density kg/m
3

dl
c
=
2
1
*1.25*6.0714 *0.1*0.06 = -0.01 N

The apparent mass effect (momentum transferred by accelerating air to the wing) for the section,
is perpendicular to the wing, and acts at mid chord, calculated b



dN nc=0.0754 Nm

The drag force has two components, profile drag Dd
p
and induced drag Dd
i
. These are calculated as
under:-
dD
p
=
2
1
. v
rel
2
C
dp
. c. dr
C
dp=
k C
f

C
dp=
0.0499

dD
p
=0.2381*10
-3
N
dD
i
=
2
1
. v
rel
2
C
di
. c. dr
C
di=
C
l-c
2
/et AR
e=efficiency factor
C
di=
0.4301
dD
i
=0.0021 N

Total section drag is thus given by:
dD
d
= dD
p
+ dD
i
dD
d
=0.0023N

The circulatory lift dl
c
, non-circulatory force dn
nc
and drag dD
d
for each section/element of the
wing changes its direction at every instance during flapping. We will resolve these forces in vertical force
and horizontal force as perpendicular and parallel to the forward velocity respectively. The resulting
vertical and horizontal components of the forces are given by:-

Lift=df
ver
=dl
c
cos.coso + dn
nc
cos(-).cos .cos o + dD
d
sin. Coso


df
ver
=
(-0.01)*cos(.2432)*cos(/3)+0.0754*cos(-8.44)*cos(0.2805)*cos(/3)+
(0.0023)*sin(0.2432)*cos(/3)
df
ver
=0.0511 N

Thrust=df
hor
=dl
c
cos.cos o + dn
nc
sin(-).cos o - dD
d
cos. Coso


df
hor
= -0.01*
.
cos(0.2432)*.cos(/3)
+
0.0754 sin(-8.44). Cos(/3)-(0.0023)*cos(0.2432)*cos(/3)

df
hor
=0.0417N
Average lift=F
ver
=
m
1

= =
n
i
m
j
ver df
1 0
=0.0012N

Average thrust=F
hor=
m
1

= =
n
i
m
j
hor df
1 0
=0.0212N
Average drag=D=
m
1

= =
n
i
m
j
dDd
1 0
=0.0131N
|
|
.
|

\
|
=
drag
lift
aero
q =0.0012/0.0131=9.16%

8. Results

The average lift, drag and thrust are
0.0012N, 0.0131N, 0.0212N are calculated for single element and
corresponding graphs are plotted for a particular frequency of 16.16 Hz and t=1 sec. By using a Mat lab
we can find it out for n number of elements.
Aerodynamic efficiency is also found out to be 9.16%.


9. Graphs





Figure 8.1: variation of average drag with time at 16.16 Hz





Figure 8.2 variation of average lift with time at 16.16 Hz







figure 8.3: variation of average thrust with time at 16.16 Hz



figure 8.4: variations of average thrust, lift, drag and aerodynamic efficiency with time at 16.16 Hz






Figure 8.5: variation of aerodynamic efficiency with time at16.16 Hz




Conclusion

The single crank mechanism, which was used had an inherent phase difference between the flapping of
the two wings because this phase difference can cause a rolling moment during the flight.
Although there are endless possibilities of varying the inputs and getting the results in different forms but
effect of only few variable design parameters has been presented here for fixed size and geometry of
wings for an ornithopter.

Future work

1: Fabrication of symmetric mechanism
2: Mechanism with high efficiency


References:
1] m afzaal malik ,farooq ahmad effect of different design parameters
On lift, thrust and drag of an ornithopter ieee paper
2] peng song-lin, chen wen-yuan, institute of micro and nano science and technology, shanghai jiaotong
university, shanghai 200030, china
3] zaeem a. Khan, sunil k. Agrawal, phd, professor mechanical systems laboratory design of
flapping mechanisms based on transverse bending phenomena in insects
4] theory of machines by s s rattan
5] a 3d theodorsen-based rotor blade flutter model using normal modes by werner j. Rauchenstein
jr