MODELLING AND SIMULATION OF FLAPPING WING IN CATIA V5

Ahsan Naveed1 , Shafi Ahmad Khan 2

ABSTRACT:-
We designed the mechanism of a flapping wing, similar to a bird, and simulated it’s wings and tail in
different configrations (with and without tail). We show that the effect of tail on flying of the flapping
wing regarding linear acceleration, linear velocity , angular acceleration and angular velocity in x, y and z
axis.The design in catiaV5 is like that we can design it physically by using one electric motor inctead of
pulley and the rest mechanism is same as in design, then it can be designed physically.Secondly, a
flapping wing approach has proven to be one of the most successful methods in designing the Micro Air
Vehicle(MAVs).These small vehicle seems to be like small birds to achieve never before seen agility in
flight.This paper aims at suggestion of flapping wing mechanisms,wing and frame design and material to
be used during design of a flapping bird.Although there are various mechanisms which are discussed
uptill now but each mechanism has its own advantages and disadvantages.The most important
parameters in design of a flapping bird are weight and drag.So with respect to these parameters this
method is found to be the most important because of less weight,simplicity and less drag.Other
mechanisms are also discussed with there advantages and disadvantages but finally this mechanism is
selected and why it is selected.Then the selection of aerofoil is done and its lift and drag terms are also
being discussed.hence this paper is a great guide line in designing a flapping bird. Following are the
pictures of a flapping bird mechanism in simple shape and 3D views from catia V5.

1-INTRODUCTION:-
For centuries there has been a great discussion and research on the design of flapping birds and insects.
With respect to maneuverability and other aspects of aerodynamic performance these flapping wings
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 are superior over the fixed wings. The motivation behind this work is the interest in flapping wing flight
and developing mechanisms to accomplish the required mechanical objectives, which in this case is the
flapping motion. The area of flapping wing aerodynamics is relatively new and is continuously growing.
Ornithcopters can serve as an alternative to propeller driven vehicles. Due to their resemblance with
natural fliers and their maneuverability they can be utilized for covert surveillance missions and obtaining
geographical information of difficult terrains especially when there is a potential threat to human life.
They have also been utilized to keep birds away from airports and the preservation of wildlife. Flapping
wing flight is an abstruse area of research mainly because of the unsteady aerodynamics which governs
the flapping flight. The desired performance requirements of an ornithopter stems from the features of
bird flight such as good maneuverability, low speed flight capability, agility and high propulsive
efficiency. Any design of an ornithopter must take into account the same environment as faced by
medium to large sized birds’ i.e unsteady, turbulent and incompressible flow field and Reynolds number
>15000. Ornithopters have been designed to mimick the motion of birds. The actual motion of the wings
involves bending, twisting, pitching, flapping and feathering and is hence impossible to recreate.
Ornithcopters aim at mimicking few aspects of these. Numerous ornithcopters have been build such as the
Cybird P1 remotely controlled ornithcopter, SmartBird and Project Ornithcopter. Pioneering work has
been done in this field by James DeLaurier. Most of the successful ornithcopters involve a simple
flapping mechanism with flexible wings. The basis for most is a four bar chain. It consists of a rotating
crank connected to a motor. As the crank rotates, the connecting rods push the wings up and down. When
a second wing is added and another connecting rod is joined, it produces asymmetric flapping causing the
ornithcopter to have a tendency to bend more towards one side. To obtain symmetric flapping other
mechanisms have been suggested such as the staggered crank, outboard wing hinge, dual cranks and
transverse shaft. However the mechanism suggested in this paper offers unique advantage over the rest in
terms of simplicity, weight and drag considerations, frictional losses and symmetric flapping. A
membrane type wing was incorporated in the construction of the ornithcopter. To relieve the stresses at
the highly stressed points, ribs were provided. The wing has the desired torsional and bending flexibility.
For our design we have used carbon fibre rods for their exceptional strength-to-weight ratio and polyester
sheet, as the wing surface which acts as an aero elastic surface. The stiffness of the wing is provided by
the main spar and the ribs. The wing has a semi-elliptical planform.

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 2-DETAILS OF DIFFERENT MECHANISMS:-

MECHANISM -1:-

The above mechanism consists of 3 gears, 2 crank rod, and 2 flapping rods. This mechanism is a complex
mechanism there is difficulty in designing gears hence as a whole it is a complex mechanism. While we
have to avoid complexity for best flapping bird mechanism design and secondly we have to increase lift
to weight ratio and also the lift to drag ratio for aerodynamic performance must be high. In this
mechanism the weight of three pulleys is more than as compared to others. Hence this mechanism has
more weight and more drag that’s why we will try to avoid it. Hence this mechanism is not good
because of complexity, more weight and more drag as compared to other mechanisms as discussed
below.

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 MECHANISM-2:-

This mechanism is slightly better than other mechanisms as discussed above. It has 3 gears and 1
connecting rod which is also utilized for flapping purpose. Hence this mechanism will be obviously going
to have less weight and less drag and as a result high L/D and L/W ratios which desirous for design. The
smaller gear in the center is directly coupled with the motor. The bigger gears are meshed on both the
sides keeping in mind the utmost accuracy in achieving symmetry of the meshing of gears, as the littlest
change in the position of the gears will lead to the failure of the mechanism. The motor drives the central
gear, which in turn drives the other 2 gears. The pushrods attached to each gear are thereby attached to the
main wing spar. As the central gear rotates, the bigger gears rotate in the opposite direction to the central
gear. The trailing edge of the push rods attached to the gears start rotating with it whereas the leading
edge attached to the main wing spar produces rocking motion. This overall mechanism results in
oscillation of the wing spar, thus conveying the required flapping motion. This mechanism gave precise
motion because of presence of gears, which resulted in lesser friction, noise and vibrations; but on the
contrary the frontal area would become too large causing increased drag making it unlikely to be feasible.
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 Also, symmetrical balancing of the weight of the mechanism is not an easy task making it difficult for
stability and control.
(A DESIGNING APPROACH FOR A FLAPPING WING MICRO AIR VEHICLE
Research paper)

MECHANISM-3:-
The above mechanism is being replaced by one gear and 5 connecting rods including two flapping rods.
So this has more L/D and L/W ratios as compared to the previous ones. In this mechanism, the gear to the
right is coupled with the motor and drives the other gear, imparting rotational motion to the shaft attached
to the latter. The wheels are attached on both the ends of the shaft. The shaft rests on two supports
attached to the frame, thereby, creating the situation of a simply supported overhanging beam. There are
two pushrods attached to each wheels as shown in the figure. The rotation of shaft results in wheel
rotation, which subsequently gives rocking motion to the push rods, which in turn imparts flapping
motion to the wings. This mechanism had inherent advantages in terms of low frontal drag. It could be
easily incorporated into the frame. Though the mechanism was theoretically feasible but did not serve its
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 purpose as a proof of concept. Upon implementation and fabrication of a prototype, it was found that the
flapping of both wings was not symmetrical. Also during them experimental run, it was observed that the
shaft was bending due to the weight of the wheel at both the ends, which resulted in non-uniform motion
and excessive vibration.
(A DESIGNING APPROACH FOR A FLAPPING WING MICRO AIR VEHICLE
Research paper)

MECHANISM-4:-
At the end with a lot of modifications and experiments the final mechanism is found which has following
aerodynamic and structural advantages over the other mechanisms:-
Ø Simplicity (easy to design and manufacture)
Ø High L/d ratio
Ø Symmetric flapping motion
Ø High L/W ratio
Ø High strength to weight ratio
Ø Less cost for manufacturing

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 3-DESIGN OF MECHANISM IN CATIA V5:-
The mechanism is first design in catia v5.The procedure is as follows:-

A-PART DESIGN:-

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 B-ASSEMBLY DESIGN:-

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 C- DMU KINEMATICS (SIMULATION):-

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 D-SIMULATION BY LAWS:-
For the purpose to study the behaviour of linear and angular acceleration and velocity we have done
simulation by law. In simulation by law the formula is entered which is
Velocity=360 Degree/second
Acceleration=360 Degree/(second)^2
Hence according to above formulas activating the sensors in simulation by law we have the response of
acceleration and velocity for 360 degree rotation of pulley per second. The analysis that is done of
acceleration and velocity will be discussed and shown in the next section.

E-ANALYSIS ACCELERATION AND VELOCITY OF JOINTS:-

Ø LINEAR SPEED:-

Ø LINEAR ACCELERATION:-

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 Ø ANGULAR VELOCITY:-

Ø ANGULAR ACCELERATION:-

4-MANUFACTURING AND MECHANISM SELECTION:-

FUSELAGE OR BASIC FRAME:-
The main frame of an flapping bird is a crucial component. It is essentially used to support all the other
elements of the flapping bird like drive mechanism, wings, electronic components, tail mechanism etc. In
other mechanical constructions frame is usually designed for strength. But, while designing a frame for an
aerial vehicle, it poses certain limitations. Some limitations on the design are as follows:
Ø strength – Frame must have adequate strength to support all the components and must fulfill its
intended purpose.

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 Ø Weight – In designing an aerial vehicle initial calculations for calculating the lift of the vehicle are
directly related to the gross weight of the vehicle. So the frame must be designed for least weight
possible without compromising on strength.
Ø Frontal Area – Drag on an aerial vehicle is directly proportional to the frontal area. So, the frame
for an aerial vehicle should be as streamlined as possible.
Ø Shape – By designing a flapping bird what we are necessarily doing is imitating the flight of birds.
Most applications of a flapping bird require an appearance resembling a bird. Therefore while
designing the frame, it is almost mandatory to fabricate it in the shape of a bird.
Ø Cost – Cost is one of the biggest deciding factors in selection of a material.
Ø
PULLY:-
The material used in construction of gears (both primary and auxiliary) is plastic. Selection of plastic is
based on various construction requirements as stated below:
Ø Weight: Gears made out of plastic are much lighter in weight than metal gears. This is
particularly useful in aircraft as it ensure that lift is easily generated and also less power is
consumed in doing so.
Ø Cost: Plastic gears are, in general, cheaper to produce than metal gears.
Ø Corrosion: Unlike metal gears, plastic gears are completely immune to corrosion.

CONNECTING RODS:-
The material used for construction of connecting rods and flapping rods is Aluminium for following
reasons:
Ø High strength to weight ratio
Ø Corrosion resistant
Ø Can be easily bored, milled or turned
Ø High longitudinal stability and specific rigidity.

WING DESIGN:-
The material should be chosen such that it has high stiffness, high tensile strength, low weight, high
chemical resistance, high temperature tolerance and low thermal expansion. To realize all such needs,
Carbon Fiber UD was chosen as the material for wing frame over steel and aluminium. The carbon fiber
is used for following reasons:
Ø Lighter in weight and much stronger than other metals such aluminium, steel or titanium. Hence
strength to weight ratio is high.
Ø The fatigue characteristics are also far superior to other metals.
Ø It can be produced in more irregular shapes
Ø Carbon Fiber has a certain natural damping quality. Vibrations are not transmitted through carbon
composites with the same fidelity as with metals.
Ø Corrosion resistant
Ø Wear resistant
Ø High thermal insulation properties and low electrical conductivity. The wing membrane material
should be lightweight, flexible and at the same time high shear strength. The material used was
polyester (85% by weight of an ester and a dihydric alcohol and a terephthalic acid). It has high
strength and resistance against tearing. It is lightweight with a density of 1.3 g/cc. It is long
lasting, chemically stable and abrasion resistant. It is easily washable. Most importantly it is very
cheap and readily available.
Ø

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 AEROFOIL SELECTION:-

For hovering flight the flapping of the wings are basically described by two movements. As seen in the
next figure there is a horizontal motion indicated as up and down stroke. The wings have a second motion
around the span axis. This rotation changes the angle of attack and allows the fly to generate positive lift
force at up and down stroke. In order to achieve both movements the horizontal motion is controlled
actively by the design of the mechanism and the motion of the wing is accomplished by a passive rotation
around the fuselage.(Design and development of flapping wing)

Once the overall structure of the wing was decided, airfoil was selected. The most appropriate airfoil for
an ornithcopter is one that is suitable for low and medium Reynolds number flight and is relatively
insensitive to errors in angle of attack. In order to improve efficiency, a high lift to drag ratio is favored.
The spar is also responsible for providing the wing's required high bending stiffness. Thus, a good
candidate spar would be a thin, open section with a high second moment of area and a relatively simple
and compact geometry to limit construction n difficulties and ensure compatibility with the thickness of
the airfoil. Finally, the selected airfoil should be thick enough to accommodate torsionally compliant
structural members.
Airfoil is no doubt heart of the flying objects. It’s just the magic of airfoil that makes dead weight reach
the skies. Selecting the correct airfoil is a very complicated decision because of the impact it can have on
the flying bird performance as well as weight and manufacturing process. An airfoil selection criterion
was defined and based on that the best airfoil was picked. The three main criteria were;
(a) Maximum Lift Coefficient:
The CL max of an airfoil directly affects the stall and takeoff properties of the aircraft so high
value of maximum CL max is desired.
(b) Lift to Drag Ratio:
Maximum lift to drag ratio can be termed as aerodynamic efficiency of the aircraft. Higher the
value of L/D)max, the better performance is expected out of an aircraft
(c) Maximum Thickness:
The thickness doesn’t only define the stall behavior but also adds to the weight of the wings;
hence reasonably thick airfoil had to be selected.

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 CHARACTERISTICS OF NACA-6414:-

Data for NACA-6414 is taken from internet .

MAX CL 1.9042
MAX CL ANGLE 14
MAX L/D 56.2
MAX L/D ANGLE 5.2
STALL ANGLE 17
THICKNESS 14%

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 AEROFOIL ANALYSIS:-
Since the NACA 6414 airfoil’s data was collected from internet sources, it was decided to
analyze the airfoil using numerical and computational techniques. Initial testing was carried
out utilizing “XLFR 5” software that uses panel method (potential flow solver with viscosity)
to evaluate the lift curve slope, drag polar and pressure distribution of the airfoil.

5-AERODYNAMIC ANALYSIS:-
AEROFOIL:-
Since the viscous effects could not be defined in the panel method accurately,
validation of CL max of the airfoil was carried out by CFD analysis. Basic CFD

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 analysis were carried out at different AoA in Flow Simulation module of SolidWorks
software. The airfoil was simulated at cruise speed of 50ft/sec and sea level
conditions. CFD contours from Flow Simulation along with computed aerodynamic
characteristics of NACA 6414 airfoil are given below:-

Total Pressure Contour at 0 AoA, Cruise using Flow Simulation:-

Velocity Contour at 0 AoA, Cruise using Flow Simulation:-

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 Total Pressure Contour at 5 AoA, Cruise using Flow Simulation:-

Velocity Contour at 5 AoA, Cruise using Flow Simulation:-

Results calculated from CFD analysis are:-

ANGLE OF ATTACK CL CD CM
0 deg 0.610 0.023 -0.145
5 deg 1.120 0.029 -0.136

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 FLAPPING BIRD:-

6-CONCLUSION:-
In this paper we have discussed various aspects of designing an ornithopter. Parts of
ornithopter like frame, flapping mechanism and wing design have been discussed in
detail. The basic understanding about the flapping wing flight of birds was then
applied in designing of an ornithopter. Important issues regarding the design criteria
for various parts of an ornithopter have been presented. Various alternatives were
first designed using a suitable design software and there features were reviewed.
Suitable improvements in design were implemented afterwards. Four flapping
mechanisms have been suggested and each one has its own characteristics. We
have also discussed the complexities of wing design. Carbon fiber has been
recommended for wing skeleton after studying its mechanical properties while
polyester has been advocated, for wing membrane. We have also investigated about
NACA 6414 airfoil and its viability for ornithopters. Analysis on the airfoil was carried
out using Java Foil. It is a simple lightweight program for studying airfoil
characteristics.
The goal of this thesis was to develop a MAV capable of hovering flight. The focus
was also in the improvement in wing design and controllability. This goals were,
except of the controllability, fully reached. The chosen mechanism for turning rotation
of the DC-motors into a flapping movement of the wings is accurate and leads to
error free unctioning. By decreasing the amplitude even smoother behavior of the
motor can be expected.
Concluding it can be said that the flapping wing MAV designed and developed in this
paper is capable of hovering flight. Yet it is not controlled and yields to torque in the
pitch and roll axis. The gained knowledge can be used for further improvements and
opens the way toward an autonomous flapping wing MAV.

7-REFRENCES:-
1. Mueller D, Bruck HA, Gupta SK (2009) Measurement of thrust and lift forces
associated with drag of compliant flapping wing for micro aerial vehicles using a
new test stand design,Experimental Mechanics (2010) 50:725–735 DOI
10.1007/s11340-009-9270-5.
2. Gerdes JW, Cellon KC, Bruck HA, Gupta SK (2013) characterization of the
mechanics of compliant wing designs for flapping wing miniature air vehicles,
Experimental Mechanics DOI 10.1007/s11340-013-9779-5.
3. Mazaheri K, Ebrahimi A (2011) Experimental investigation on aerodynamic
performance of a flapping wing vehicle in forward flight, Journal of Fluids and
Structures 27 (2011) 586–595.
4. DeLaurier JD (1993)An aerodynamic model for flapping wing flight, Aeronautical
Journal, Vol. 97, No.964, pp. 125-130 International Journal of Mechanical and
Production Engineering, ISSN: 2320-2092, Volume- 1, Issue- 5, Nov-2013 A
Designing Approach For A Flapping Wing Micro Air Vehicle13
5. DeLaurier JD (1993) The Development of an Efficient Ornithopter Wing,
Aeronautical Journal, Vol. 97, No. 965, pp. 153-162
6. DeLaurier JD, Harris JM (1993) A Study of Mechanical Flapping-Wing Flight,
Aeronautical Journal, Vol. 97, No.\ 968, pp. 277-286
7. Muniappan A, Bhaskar V, Duriyanandhan V (2005) Lift and thrust characteristics
of flapping wing micro aerial vehicle. AIAA paper 2005-1055.

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 8. Pennycuick CJ (2008) Modelling the flying bird. Academic Press.
9. Sane Sanjay P, Dickinson Micheal H (2001) The control of flight force by a
flapping wing: Lift and Drag production.
10 Park JH, Yoon KJ (2008) Designing a biomimetic Ornithopter capable of
sustained and controlled flight, Journal of Bionic Engineering 5, 39−47.
11. Jackowski Zachary John (2009) Design and construction of anautonomous
ornithopter.
12. Wei Shyy, Yongsheng Lian, Jian Tang, Dragos Viieru, Hao Liu-Aerodynamics of
Low Reynolds Number Flyers-Cambridge University Press (2007)
13. Design And development Of Flapping Wing
14. A designing approach for a flapping wing micro air vehicle research paper

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